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)

1. CA Low Visibility Takeoff, KEWR CAT III ILS 22L Approach, Go Around, Autoland

2. FO Takeoff, KEWR VOR 11 Approach, Missed Approach, Landing

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

4. FO KEWR RNAV (RNP) 29 Approach, Landing

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

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

7. CA 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. CA Landing

10. BOTH Rejected Takeoff and Evacuation

R9 and R18 RAD SUMMARY (January 2, 2017)

1. Windshear/Microburst (CA Reactive on Takeoff, FO Predictive on Approach) KLGA 04

2. BOTH Takeoff, Visual Approach Automation LVL 1, Landing

3. Clean Stall and Approach Stall RWY 04 KLGA

4. TEM - RNAV (RNP) X RWY 20 with an Approach VIA, Missed Approach, Engine Failure, Engine Out Missed Approach


1. CA Takeoff Low Visibility, Expedite pb Demonstration, CAT III Approach KJFK 22L, Go-Around, CAT III ILS Approach, Autoland

2. CA Takeoff, VOR 22L KJFK, Approach, Landing

3. FO Low Visibility Takeoff, RNAV (RNP) Z approach KJFK 22L, Missed Approach from RF Leg

4. CA RNAV (RNP) Z approach, KJFK 22L approach, Landing

5. CA Takeoff, KJFK LOC 22L, Approach, Landing

6. FO Engine Fire/Failure Between V1 and V2, Single Engine KJFK 22L CAT I ILS Approach, Landing

7. CA Engine Fire/Failure During Second Segment Climb, KJFK 22L, CAT I ILS Engine Approach, Landing

8. BOTH Unreliable Airspeed Indication, Level 2 Automation In Alternate Law, Takeover pb Demonstration, Upset Recovery

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

This is where YOUR 2017 feedback will be posted!

  LINE PILOT FEEDBACK (2017 Scenarios)
March 23, 2017 (R18)

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

Day one: Nothing unexpected from the class room instruction.

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

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

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

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

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

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

March 19, 2017

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

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

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

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

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

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

March 9, 2017


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

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

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

Spot 4. F/O RNAV RNP Z. uneventful

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

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

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

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

Spot 9. Not much to say.

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

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


Spot 1. Good Windshear practice/discussion

Spot 2. VFR - Almost fun

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

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

March 9, 2017

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

March 5, 2017

RAD and RTS pretty much as briefed.

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

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

February 24, 2017

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

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

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

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

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

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

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

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

February 24, 2017 (R9)

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

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

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

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

February 18, 2017 (R9)

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

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

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

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

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

Execute the Non Normal Methodology verbatim.

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

Review RTS PowerPoint briefing pages 2 through 33..

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

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

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

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

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


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

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

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

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

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

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

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

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


Review Company Charts (CO).

Leave transponder in TA/RA.

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

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

Single Engine taxi.

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

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

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

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

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

Dispatch recommended we divert to KJFK.

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

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

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

Day 3 R9 Recurrent Advanced Training (RAD)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

February 18, 2017

Day 1 Ground school uneventful.

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

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

February 11, 2017

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

February 11, 2017 (R9)

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

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

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

February 6, 2017 (R9)

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

February 6, 2017 (R9)

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

February 5, 2017 (R9)

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

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

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

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

January 14, 2017 (R18)

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

The RTS will follow the exact curriculum from the guide.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

January 9, 2017 (R9)

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

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

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

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

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

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

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

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

January 8, 2017

The R18 RTS, RVA were all as advertised in the slides. DH in that morning. It was a half day ground school from 1:15 to 7:45 day one. But I had the A session Sim the next morning which was not cool. First day in the Sim was training. Day two sim the first half was a checkride. Not a loft. Second half of day two was training like windshear and hand flown no autothrust visuals ect. The RVA checkride (first half of day two sim) had five spots just like it says in the a320 training guide. Instructor said we could redo two items once or one item twice. Like I said everything was as advertised. Just a lot of stuff both days. What I'd recommend is hand flying and no autothrust practice on the line before you go. But either way no surprises (EWR first sim, MCO and LGA the second sim).

  LINE PILOT FEEDBACK (OLD 2016 Scenarios)
November 9, 2016

Recently finished R9 in DFW.

Good ground school classes the first day.

Day 2: RTS with Sim P. (I don't know what you call them but they are instructors that only instruct. Have not ever flown the line at AA unless they retired from AA). Retired USAirways pilot. Fantastic instructor. That is the second retired USAirways pilot I have had in training and I can not say enough about how great they were. Learned a tremendous amount.

Day 3: Loft with AA check airman. Very good check airman. DCA-BOS diverted to JFK. APU is MELed. Suspected we may lose a generator on our way to BOS. Air start both engines at the gate. I had never done this and it is worth looking at it before you go to the sim. Nothing like the previous planes I have flown. Runway change with new ATIS on taxi out. Southbound departure instead of north. Somewhere over New Jersey we had ECAM. FWS SDAC 2. Pretty much just a distraction with no follow up. Hunted for more to it just because I figured there had to be more to it. Pressed on and received holding instructions for saturated ATC. Non standard hold with different radial than the one you are on. Almost had the wrong radial but caught it when we were verifying. Only had 1100 lbs hold fuel. Shortly after entering the hold another ECAM popped up. ELEC IDG 1OIL LO PR. I found this a little tricky too. Once you disconnect the IDG after verifying with your partner, the original message is gone. So what do you have now? I know I have to divert with single electric source but I also know I need to run a checklist. I went with ELEC GEN 1 FAULT which I caused by disconnecting the IDG. QRH page 17. Partner stayed in hold descending into JFK. Did a great job. No 7700 ACARS button to send quick message to dispatch. The sim the previous day had it. So I dug up a IOC frequency on the company Jepps pages for JFK to talk to dispatcher. Landed with no further issue. ILS 31L. Very busy scenario. My partner said it was the hardest he has done at AA. I think it was right up there for me too. Now that we are exhausted we still have the second half of training period. Good stuff. Training not testing. I felt like I was going to barf after visual pattern in DCA. 35 knot crosswind take off and landing. No Autothrust, no flight director, no autopilot, no glide slope. Fun. Followed the syllabus. Had to wear oxygen mask. Bogata single engine missed approach is easy. Autopilot on. Only thing there is what altitude to go to on the miss. I used 14000. Not published.

Full 4 hours in the box. Tiring. Three training sessions in less than 48 hours. Not fun at all. If I had a choice I think I would ask for the BOS-DCA scenario.

October 31, 2016

No one has posted in awhile, so I thought I'd add an update. Thanks to Bob for hosting the site and all contributors for the intel. It definitely lowers the anxiety of checkride prep & the instructors always thank us for being prepared!

Day 1 - Great systems review followed by Flight Manual Review - basically an EFB exercise to show where handy info can be found. Last part of day was human factors focused on an MD-80 windshear encounter in DFW that was almost an accident: really good stuff!

Day 2 - Followed the syllabus exactly as listed here. Just a couple of additional hints: when loading a LOC appch in MCDU, look for a LOC appch (below RNAV's) to rwy - it may contain extra waypoints for lower mins (WILL on day 3 in MCO). Ask your partner to call 1 mile and .5 mile from FAF for situational awareness. If wx is 200 & 1/2, expect engine failures! On S/E appchs, standard landing assessment is used because reversers are not used in landing perf tables. When you breakout on non-precision appchs, call "landing" then compare PAPI and v/s to not get low (easy to dive to rwy).
S/E ILS @ "rwy in sight" call "landing" then right back on f/d till you hear "100 ft" call - then look as far down rwy as possible to lineup & assess sink rate. Emphasis this year on using "Pan Pan" (amber land asap) and "Mayday, Mayday" (red land asap) when declaring emergencies. We were in "Christine" (sim 3) which is a basic 320/CFM with no autocallout for appchs to baro mins, so PM has to callout "100 above" and "minimums - no contact" or "runway in sight" or g/a's will ensue! We had an A session and almost left before remembering Security training - its required!

Day 3 - This is a crazy day! Way too much for a 4-hour sim but the inst's are doing their best. Follows syllabus exactly & moves right along. No release or TPS all day. We were given a list of ATIS's to use ("ATIS bravo is current"). The spot 2 RTO is a flameout, ask tower or other a/c if they can see any damage or sign of fire (none) so no evac, just ecam & resource exercise. Each of you will brief one approach from top to bottom, then not again all day. However, each appch will start with a Descent-Approach checklist. The D-A flow suggested was: seatbelts sign on, wing lights (as needed), ECAM: memos, status, cabin pressure, MCDU: reverse Z (reminds you to activate appch!) to end on PERF page, and changeover. When transferring control they want an FCU brief every time (new). F/O's be ready for the S/E G/A as it takes a LOT of rudder as you feed in the thrust to TOGA! The HYD failure we got was HYD Y SYS LO RSVR. ECAM leads you to turn off PTU and Y sys eng 2 pump. This leads to a secondary failure (boxed) Y ENG 2 PUMP LO PR. There's no yellow page follow up for the LO RESVR, but there is for the PUMP LO PR (QRH page 70). They want us to get there because the #2 &#4 spoilers could be extended, affecting fuel burn (indicated by amber triangles in place of amber 2's & 4's). On every non-normal they want capt's to end up on the Emergency Landing Checklist (inside the back cover of QRH) to cover all bases of advisement. Remember the second page of ACARS menu has 7700 in top right corner for fast advisement of dispatch (includes airport, if ARFF requested, & scratchpad for reason). the RAD is all training so look over callouts and especially the F/O duties for depress (busy!). After the rejected landings in DCA, our inst had us depart DCA rwy 1 VFR but shortly after rotation killed our A/THR and F/D's. We climbed to 1600' and flew a left downwind pattern to a vis approach rwy 1 using only the "bird". Fun once you remember how to work the levers & would definitely be worth the occaisional practice out on the line. Gouge for "bird": square box on PFD represents nose of a/c and "bird" represents the tail. Horizon bisecting the "bird" = level flight and horizon on top of tail = 3 degrees down. Line up green track diamond (at bottom of PFD) with magenta dagger (inbound course) and you'll track right to runway. EO SID at Bogota is cool & works great. Its similar to RNO and instructor says to expect more. All in all, a great learning experience with big-picture instructors. I think our training department is the best in the business!

August 27, 2016


The class seems to be more streamlined and efficient and there was plenty of time for lunch at the cafateria.

Day 2 RTS:

This was definitely a training event. You must be prepared but if you do nothing more then review the RTS powerpoint on aapilots.com and read through the items found in the A320 Training guide you'll do more than fine.

Know and understand the confirm items. Things have changed here.

As others have mentioned the highlights are understanding when and why you need a takeoff alternate. See Spot 1.

As always have your go around callouts memorized and know what your partner is supposed to do. If they forget just give them a reminder, remember to not hint and hope.

For Spot 3 the speed is 165 or less, because if a category D plane flies the RF leg its max speed to stay protected would be 165. So we did a soft go-around, we were instructed to go around well above 1000 feet. The technique we were taught was once the power was set to climb have the PF go ahead and pull for selected speed to no more than 165. This seemed to work well.

All of the other spots I didn't mention are self explanatory. There are no gotchas on this day especially if you look over the material provided and chair fly things a few times.

Don't forget to go to the security training on this day.

Day 3 R18:


The approaches and order flowed nearly identical to the CQ guide. Don't forget to ensure your fixes are sequenced correctly so that the auto pilot will track the missed procedure correctly and also, don't forget to activate and confirm each time your coming in for an approach.

Spot 1: Captains don't forget to say Cat III Dual and to order not set your own missed approach altitude.

Spot 2: First takeoff was a reject, with an engine failure, then warped back for a normal low vis takeoff. FO's must validate the approach by looking at the ND for the correct sequence of fixes and constraints (speed or altitude). The only reason to look at the flight plan page directly is to confirm the track/course from the FAF to the runway.

Spot 3: Standard SOP stuff know your callouts and procedures.

Spot 4: ECAM was a yellow hydraulic system issue it was not an immediate action or exception. On the topic of non-normal methodology. When you check globally for additional cues of an actual failure they want that done before you look at immediate action or exception. The theory here is that we don't just rush to comply with the procedures without corroboration.

FO's be your captains teammate on the LOC approach and captains don't hesitate to configure well prior of the FAF so as to be level at least a mile or two prior to FAF so all your focus is on getting the FPV and correct descent path going at .4 DME. Finally don't forget to set the missed approach altitude after the FAF and take caution if it happens to be an altitude that is lower than you, it's not at KMCO.

Spot 5: Same as the CQ guide. The emergency evacuation after landing was caused by an APU fire just as other have reported. FO's don't forget to check for immediate action/exception (it isn't) then just jump write into the ECAM. When the Captain calls for the Evacuation checklist stop what your doing and read it to them. Captains make sure you know where the EVAC command is and how to silence it in the flightdeck, makes finishing the checklist a little easier.

Day 3 RAD:

This section of the sim was a training event and the only expectation is that you have a clue on your callouts and responsibilities. So know your wind-shear recovery technique as well as EGPWS escape. I would say the best way to prepare for the level 1 stuff is to start practicing it on the line prior to getting to the sim. Especially try turning the autothrust off to get used to the varying power settings required to maintain altitude and speed for the different configurations that we fly in.

They are also pushing the use of FPV for visual procedures so give that a try to become more accustomed to it.

The depressurization route demo was easy but be prepared for the emergency descent procedure. FO's especially need to know all of the nuance procedures that there is no time to look up once conducting the emergency descent. Know where the mask Man on switch is.

Reading the CQ guide, reviewing the power point presentations, and looking up the things that you can expect to have happen in the OM Vol 1 should put you well ahead of the curve and in a very comfortable place while at the school house. Good Luck!

August 18, 2016

This is from memory and yes we passed. My excuse for it not being perfect (like any of them ever are) is it’s my first CA R9. Had the FO fly. We got the BOS to DCA. Runway change to 22R. Engine heat used as temp was 10c with fog. I asked for a delay holding short of 22L to verify the change in the FMS. Took off. Out of around 5000 we got a FWS FWC 1 Fault. Since a minor failure elected to deal with it above 10000. Its a yellow page item but I managed to pick the wrong item. In the heat of battle the only one that looked like what we had was the FWS FWC 1+2. The item just above that is the FWS FWC 1 fault COMP reset (FWC). I guess I let the extra verbiage throw me off. In debrief it was reinforced that AIRBUS uses 1+2 or x+y to mean dual failures only. Eventually cleared to FL260 instead of FL270. Don’t forget to change the PROG page ALT. Set up and briefed the ILS 01 because my mistaken checklist led me to believe that a lot of my warning system was INOP so any failures would have to be hunted down and I didn't feel like dealing with that in the middle of an RNAV approach. But an RNAV would have been just fine with any of these failures just for the record. Little foggy here but I think cleared to FL230 then given a cross MXE at FL200. Was very late call. My FO entered it as fast as he could but we weren't going to make it so I asked for and was granted relief. Not sure if self induced or part of scenario. A few moments told of disabled aircraft on runway in DCA and told to expect holding at NUGGY on the 270 radial with an initial EFC of over an hour. We entered holding. Don't forget to report entry. NUGGY is one of the intersections that doesn’t have the 210KT speed so I just let the box fly the speed it wanted. A few moments later ATC extends the EFC past our fuel limit so I used the free text to ask company if they had any info on this runway closure and was thinking of heading to our IAD alternate. They said it would be several hours and that they concurred. We then just stayed in holding while we set up for IAD. Weather was 1000 and 3 with RNAV 01 advertised. Cleared out of holding to IAD via direct BRV VOR. Then told to cross it at 10000. Then direct CSN (I think ... can’t totally remember it we did one or two VOR directs). Don’t forget engine heat entering clouds. At some point prior to CSN vectored onto the ILS (I had asked for ILS due to my checklist mistake) and landed without further issues. Hope this helps. Was very straight forward for the most part. It does get busy when you start down. That first crossing restriction followed by the hold comes very fast.

August 13, 2016

Day 1: Good instructors made systems and the door trainer as painless as possible. Human factors very interesting, especially the Windshear and 777 events.

Day 2: Great IP, kept everything low key and professional. Know the ECAM procedures and don't forget the Follow Up Step at the end.

Spot 1: As advertised, mostly an exercise to get used to the box and check off the needed items. Learned about the EXPED button and liked what I saw.

Spot 2: As Advertised. Make sure the approach is validated and use the ADF/VOR toggle switch.

Spot 3: Lots of information here as we are going to be doing RNP's soon. The soft go around is TOGA, check SRS, then two clicks back to Climb. Also, in a lot the missed approach scenarios we'll see, we will have to keep the speed back. The technique that our IP suggested was set the speed to 160 after setting the Go Around Flaps. The RNAV's and RNP's were also a good review on using Managed Descent by treating the approaches as OPD's. Real nice.

Spot 4: Same as above. The flow shown here in Airbus Driver worked real good for me, especially on the backward Z finishing up the PERF Page by activating the Approach.

Spot 5: Configuring early for the LOC Approach was suggested and it worked well. I like practicing the FPA presentation as I am guilty of not taking the time to practice it on the line. Works well.

Spot 6: As advertised. IP let the FO practice a single engine Go Around. Know the ECAM procedures and don't forget the Follow Up Step at the end.

Spot 7: As advertised. Know the ECAM procedures and don't forget the Follow Up Step at the end. After landing single engine with a fire, stop on runway to get inspected even if fire is out.

Spot 8: Instruction, good to see the unreliable speed stuff.

Spot 9: New evacuation procedure, read and do with everyone on the same page, works really nice.

Day 3: New Check Airman, not quite as low key as IP and taught a lot of technique, but I learned a lot.

Spot 1: As advertised, straightforward. Keeping the autopilot engaged all the way until aircraft is almost stopped worked real well.

Spot 2: Got the reject and had to do it over as I was still in the spot 1 mode of thinking the aircraft would stay on the centerline (mental flatuance!). Need to be aggressive to keep aircraft on runway. Second time a charm ...

Spot 3: Straight foreword except the single engine go around. Worked good, add in power gradually as there is a lot of pitch change.

Spot 4: Had Y system failure, lo res, and all worked as planned. Take the time to do ECAM as perscribed and the FPA with the LOC approach and all will work well.

Spot 5: The V2 cut was different due to the lack of visual cues and TOGA works good for the climb. I waited and was only climbing 200-300 rpm and got a call from Orlando Tower asking if I was climbing, hint, hint ...
I was keyed up for the APU fire on short final, but the sim broke, so our check airman had to ad lib it. Remember to finish the APU FIRE ECAM before evacuating the aircraft!

RAD Training worked well and was very well presented.

Windshear training very informative. Escape maneuver now called, "Escape, TOGA".

Good explanations for the depressurization routes. Hardest part of the excercise was finding the charts! Didn't have to use the O2 masks which made learning far more constructive. Was taught yesterday how to use the EXPED pb for the Emergency Descent and that was nice!

Rejected landing in DCA went well-don't use reverse as that is a commitment to landing.

Pattern work in DCA with no ATHR, AP or FD worked well. Nice to do some actual flying!

SKBO work and EGPWS was very well presented by our check airman and was informative.

July 23, 2016

Thank you for all of your efforts regarding the airbusdriver web site. I have learned a lot from the site, and it has allowed me to prepare for the CQT event with a sense of ease. The gouge provided on the site is extremely helpful and I hope that the site continues to be successful. Now for my summary of my experience:

Thank you to all who have posted their experiences in the past. I have learned valuable information reading them, and was better prepared for the CQT because of it. The previous posts are extremely accurate, but I will add a few of my own experiences so hopefully you gain from them.

Day 1-RGS

Nothing really to add, the Human Factors portion is very interesting as previously stated.

Day 2-RTS

Spot 1- Go Around at 100' from the CAT III was an auto land warn light. The PM should state "Auto land Warning". It's not in the blue OD pages though, but I did see it in the OM I.

Spot 2- To validate the VOR 22L approach, using the PLAN mode on ND in addition to the MCDU was a helpful technique I learned in the SIM. Use the waypoint that is in the center of the ND. Also the new QRH blue pages for VOR/NDB's does not include the VOR toggle switch instruction. Make sure you move the toggle switch for ND presentation of the VOR.

Spot 3- The soft Go Around is Go around TOGA ... (PM does NOT say toga set) then PF 2 clicks back to CL detent ... climb ... climb set ... go around flaps ... flaps 2 ... positive rate ... gear up ...speed 160

Spot 4- Nothing to add from previous posts

Spot 5- Nothing to add from previous posts

Spot 6- Nothing to add from previous posts

Spot 7- Anything that is underlined on ECAM is another item you must state "it's not an immediate action or ECAM exception" so when you you work through the fire ECAM, the ENG Fail caution will come up the list. Stop and get QRH out and read "it's not an immediate action or ECAM exception". Then continue working ECAM.

Spot 8- It's an instruction spot

Spot 9- Work through the normal RTO, we got an ENG fire so FO run the ECAM while CAPT assesses situation. Then when time to evacuate, run the new Evacuation QRH.

Day 3-RVA

Spot 1- Make sure you get Takeoff Alternate

Spot 2- We never got the Regected Takeoff

Spot 3- Lower the nose during the V2 cut to about 10 degrees.

Spot 4- Assuming you didn't do the non normal performance in the pre-brief, when you get to the the ECAM that reads land Dist procedure apply, the callout is "hold ECAM" then run the performance in the iPad App, then "continue ECAM".

Spot 5- We got the APU fire on ground, FO remember to tell tower and start running the ECAM procedure. You will have time to complete that ECAM while CAPT assesses the situation.

RAD - It's all instruction and nothing new to add from previous posts.

I hope these comments help you out in your preparation as much as the previous posts did for me. Good luck during your CQT!

July 13, 2016

So my R18 ran exactly as advertised on the Training Guide you can download from aapilots.com. There were no surprises.

Day 1, (6 hrs) RGS: Recurrent Ground Systems review by PowerPoint slides on interval 2 stuff (APR 2016- DEC 2016 Flight Controls, Hydraulics, Landing Gear/Brakes, & misc). There is no test. Finish at the cabin trainer to open doors and don life vests, fire extinguisher demo, PBE. FMB: Flight Manual Review that consisted entirely of legalities- here's the wx, can you take off? etc. This class has the unfortunate knack of taking something most folks have a decent understanding of and reviewing it to the point that you don't understand it anymore ... RHF: Human Factors. Fleshes out the whole TEM model plus ASAP and FOQA, and reviews an MD-80 windshear escape that happened in DFW last summer. This is always a good class :)

Day 2, (8 hrs) RTS: Recurrent Training Simulator. The preflight briefing is on aapilots.com and is exactly what the instructor clicks through. You will do the maneuvers listed in the spots, in that order, to the flying pilot/ pilot monitoring exactly as advertised. I wrote out the maneuvers to follow along with during the sim session. All the DFW Flight Academy sims are 320's but if you are in sim 3, 4, or 5 they have IAE engines with EPR gauges, fyi. Starting at the end of 22L in Kennedy with the engines running is like jumping into a cold pool. Its tough to get into the sim mindset and you might find yourself forgetting big things like the descent/app checklist or even the approach brief. I appreciated my Captain's technique- he started at the taxi checklist and it really helped. Part of the sim world is setting up the box with the backwards Z, remember that? F-PLN, RAD/NAV, PROG, PERF, and DATA twice. F-PLN to change destinations back to KJFK (because you are faking a flight to Boston) and to put in the approach/validate. RAD/NAV to manually tune the VOR if you are doing a VOR approach, in this case JFK. Our Sim P emphasized tuning by the three letter ID, not the actual frequency. PROG to change the RNP value and verify accuracy HIGH for the RNP or RNAV approach. PERF to put in the altimeter, winds, temp, config 3 or full, and activate the approach ... don't leave PERF without activating. And finally DATA twice for the RNP and RNAV approach to deselect RADIONAV, and ensure GPS in NAV mode. Who does the backward Z and when they do it seemed to depend on the conditions. It seems to be a good plan to stick with the PM as they run through the ECAM. Then when they are in the QRH follow up and all you are doing is flying downwind on autopilot go ahead and set up the next approach. Use your judgement here. Like a previous debrief here, once you prove to the instructor that you know what you are doing the''ll give you slack to 'expedite' sim world stuff (again, so long as you don't completely check out on what's going on). Spot 8 took place up at altitude from 350 to 290, autopilot/FD/auto thrust off and go through the methodology. Biggest help on RTS is to chair fly all your approaches and callouts so they come out smoothly, and review the non-normal methodology. Being able to navigate your way though the ECAM properly gets you the gold star. See the previous debriefs. I plugged in my old aerosim usb drive and fired up the freeplay portion specifically to run through ECAM non-normals. After the sim we had 30 minutes for lunch and then one hour of SEC: Security, listen to the instructor's spiel and punch Bob.

Day 3, (6.5 hrs) RVA/RAD: Recurrent Maneuvers Validation and Advanced Training. The Training Guide says, 'The briefing will include a systems review, memory items and limitations, Hot items, and RVA/RAD events', and all that is through a PowerPoint slideshow which you can view and download through aapilots.com. Our Check Airman was as sharp as a tack and very professional. It was a full 2 hour briefing but I never got bored or scared. He made it clear his questions were not pass/fail, but we were asked questions pertaining to the hot items. For example: there are a few slides on dynamic cost index and fuel load (I think to prep LUS crews for when that changes for them, if it hasn't already) I was asked what the parameters were for the :45 minute fuel reserve. That 45 minutes is calculated at cruise altitude and at ZFW .... when's the last time you flew at ZFW! Didn't know that. Hold fuel is calculated at FL200 ... didn't know that either. Kind of an eye opener about how much fuel we really have. He wanted to make sure we both knew the why behind the how. The RVA went as published in MCO. There really isn't a flap/slat malfunction for the FO on spot 2 anymore, but be ready for that rejected takeoff. Ours was an engine failure before V1. If you get that remember after you stop start the methodology. Got the #2 engine failure w/ damage on the 2nd segment of climb at spot 3. Here's a clue for damage on an IAE engine inflight: if the N1 gauge is showing amber XX's, then it is seized up and damaged ... please don't try to relight it. For spot 4 the hydraulic abnormal was HYD Y RSVR LO LVL shortly after we got the flaps up. For the last approach like the other guys we got an APU on short short short final. 'Orlando Command 1' told us our tail was on fire too ... wink, wink, nod, nod say no more, say no more. The Evac procedures run together as a crew now, don't forget. RVA successfully completed and on to RAD after a break. The Check Airman puts on his instructor hat for the whole thing here- no hidden gotcha's or tricks, just nice instruction from spot 1-6.

July 3, 2016

There were changes to the RVA on sim day two. There are no longer visual approaches and landings to KMCO 36R, originally listed as Spot 4.
Also removed from the RVA is the flap/slap abnormal on the FO's departure on Spot 2.
These changes are now reflected in the A320 Training Guide dated 07/04/2016.

May 28, 2016

Previous comments on new sims are spot on.

Day 1: Ground school starts at 915 AM, only goes to noon so instructor had difficulty covering all topics. Recommend filling out a feedback form on aapilots.com to critique this. Most of the material he did cover was great review and pertinent to the sims. Rest of the day was spent doing same emergency equiptment reviews and a saftey class with videos, worthwhile. Very short lunch so I recommend packing something, cafeteria bad and has long lines.

Day 2: Straight forward practice no pressure. Instructor will repeat spots if you mess up bad enough, you just have to finish in the time alloted which is easy even with repeats. Pay attention to the things the instructor points out in the brief and debrief because those are the most common day 3 mistakes as we found out. Please note F/O does a LOC22L and Capt does a VOR22L. On day 3 you switch and Capt does LOC using FPA and F/O does VOR so pay attention to the approaches. Recommendation: we never do non ils managed and non managed approaches in real life so even after brief keep tray tables open with blue pages for specific approach type open. There is no rule against having PM read the next segment instructions after each segement of the approach is complete DURING the actual approach to ensure you get everything done, more on that later.

Before I do specific spots, some advice based on what we saw. You have to know how to run an ecam smoothly. Use the power point on the initial section of AApilots.com and have the non normal methodology memorized cold. Remember when the ecam comes up someone identifies it, maintain a/c control, PM determine if it is immediate or exception, if it is pm does it, if not capt assigns pilot flying duty, pilot flying says "ecam action" and PM starts process. IMPORTANT when you complete an underlined item it is "clear ecam", if the next item in box is underlined it starts all over from "is this immediate action or exception". Also remember if you read an ecam and there is a green down arrow at the end of the ecam (which you will see) just hit clear and the next ecam or the continuation of the procedure will move up into the dialog box. If the beginning ecam statement says something like "In Icing conditions" followed by 3 or 4 lines of white text, and you are not in icing dont even read all white text below even if it has a blank line before landing distance applies line in white, it is a waste of your time, does not apply. I know this sounds basic but you will do alot of ecams in these 2 sims for both non normals and engine failures from v1 and v2 cuts and if either pilot gets bogged down due to lack of familiarity it takes alot of time from the sim. Ask questions in ground school day 1 if it is still unclear as you will run through an excercise. Smooth ecam handling makes for a very smooth simulator. I thought the practice in both sims was well worth it for real world comfort.
Second point. When conducting an approach that requires blue pages (CAT3/VOR/LOC/RNP/RNAV) us the following flow EVERY time and the instructor will start to ignore you after 1 or 2. If not lots of questions get asked trust me. Assign PF, briefing pilot do reversve Z 1st and get prog and perf page updated with new ATIS info and config info as well as appropriate approach loaded. Forget the real world, at this time when you get to prog page activate and confirm approach regardless or you will get distracted and create a problem for yourself. Then use blue book and brief specific type approach. Remember you can refer to it during the approach as well. Do not read stuff that is not applicable, waste of time and confusing (I highlighted all RNAV headers to make it easy on blue page, if RNAV step highlighted, if VOR not highlighted). Then brief the approach off the Jepps and the break out back of checklist and go through each item to ensure everything done. Change control and then have PM do 18k descent flow (review and know it someone will be asked), here is your chance to catch any errors like not activating approach.. now call for descent checklist. If you do this everytime in that order it works well and makes briefs very easy and quick.

Day2 : Most approaches were to mins, when you break out keep on flight director otherwise very disorientating in sim, on 1 I was outside and got low, not go around low but low enough to elicit a response from the PM. After was like why didnt I just stay on F/D?

Spot 1:Cat3 ILS as advertised, autoland light go around, repositioned to an approach to full stop. This is a briefing excercise and a go around excercise, pace the go around to a slow cadence and it all works great.

Spot 2: Capt VOR 22l to land. Brief it as per above. IMPORTANT make sure when cleared for approach you arm app pb, set faf altitude in alt window, push descent button and check FMA/PFD for proper indications. Plane will automatically do whatever it needs descent and step down wise from there until APP ARM goes green. If you do this everytime it is a no brainer.

Spot 3: F/O low vis t/o RNAV (RNP) 22l. Missed approach from RF leg. IMPORTANT: when cleared for approach arm app pb, select final app fix alt in FMA and push alt button and check PFD for approach messages all in one step. This enables plane to descend from 3k to 1600 automatically and grab final approach with no pilot input. If you do not do this and try to use open descent or v/s work load very high. Instructors both days highlighted this point. I tried open descent and was behind from get go. Remember we are cat c/d so 165 max speed on rf legs where u will get missed approach and you do a soft go around because we above 1k and M/A is 3k so ... "go around toga ... toga set ... climb (f/o pulls throttles 2 clicks back to climb) climb set ... go around flaps ... flaps 2 ... positive rate ... gear up ... speed 160 ... speed 160 (new terminologly instructor told us on speed call). Then climb to 3k nav takes you to miss point clean aircraft up and comply with vector. Was actually very easy but not the norm for a go around so chair fly it and take your time.

Spot 4: Capt RNAV RNPZ 22l: as advertised. (Use same procedure as above when cleared for approach)

Spot 5: F/O LOC22L: Brief as previuosly stated. Again on this approach get configured early, 3/2/1 is advisory only and these approaches have steep descents so slow and have plane configured well out, theme in our sim was waiting to long to configure and playing catch up. Fully configured at FAF alt .4 prior pull FPA (you have already set at -3.0) NOTE FPA values will only stay in window for 45 seconds so dont try and set way out of faf or you have nothing in box when you get there. If you are low or high correct it by adjusting angle use FPA immediatley to correct, if you wait you cant catch up(1.0 degrees max adjustment allowed). From there straight forward. BTW seems obvious but CAPT and F/O agree on all approach minimums for day 3 minimums before sim, ie mda/dda. is there a papi vasi ... ect. time to discuss is not in sim. Full stop.

Spot 6: F/O engine failure between V1 V2:Straight forward run ecam, hand fly intercept and approach to land stay on flight director after break out.

Spot 7: Capt engine failure between V1 and V2 ... same as above straight forward.

Spot 8: upset recovery and alternate law was more of a demo we each did a stall at altitude recovery and instructor put us in alternate law to see xx on panel unreliable airspeed briefed but not done in sim it apparently doesnt work good as manuver.

DAY 3:
Brief exactly as day 2, they stick to Power Point acutally some great discusssion topics. Make sure Landing Distance app up to date with 1,03 you will use it for abnormals. First 2 hrs is manuvers validation second 2 training lots of stuff, If you mess up a manuver they will allow you to do it again unless you unsafe but there is a time constraint and every mess up stacks up. You run out of time in this sim you won't pass.

Spot 1:CA low vis to CAT3 36r mco, go through drill are we legal to takeoff? Do we need a takeoff alt ... yes rest normal.

Spot 2: F/O low vis RNAV GPS 36l. FLT/CTL Flaps locked ecam just work through the QRH for a ref speed and land flaps3, the flaps do come down when you configure. Remember above when cleared for approach 4 steps evey time ... arm approach pb ... set faf altitude in fma..push descent button check fma, nd and PFD (if done right ND has hockey sticks showing where you reach faf altitude and that tells you alot about when to configure). If hockey stick on faf you better be configuring with gear and flaps NOW to get down sooner. CANNOT stress importance of looking at FMA and ND after cleared for approach to make sure you have correct FMA notes and ND shows you on profile with hockey sticks outside the faf, if not go around on these non ILS approaches. If hockey stick a mile of 2 outside faf you golden, again configure aircraft early, who cares if you take longer on approach and drag it in slower to FAF in real world that is what I would do since we dont do these all the time and they may say something in the debrief but they cannot ding you for it. We were behind on both non ils approaches because we waited for 3 ... 2 ... 1 ...

Spot 3: F/OP engine failure: got mine just after V2, I rotated very slowly on takeoff so when got failure I was not nose high for 12.5 degrees. Hand flown ILS to 36R and suprise truck on runway go around. No different than normal go around. I use power up rudder up slang for se go around, on final I reviewed #2 engine out go around in my mind so if I go around #2 toga I feed #2 right rudder in smoothly as advancing throttleto hold heading, couple seconds of trim auto pilot 2 on. Back for hand flown to land ILS 36R. Stay on F/D even after break out very limited visual cues.

Spot 4: Visual Approches in MCO. We were both configured but high on a right base when released at about 3k, get nose down power idle and ask for s turns right off dont wait , we both did and came through 1k configured stable about 45% N1 700 fpm descent rate, no problem from there. If you are unstable go around. You cannot be at 500 feet 7 knts fast and a little high on PAPI with power at idle and be stable. Take care of it early and be at 45% or so at 500 ft.

Spot 5. Capt/T/O Hydraulic non normal LOC MCO 36R ..HYD Y SYS LO RES also Y ENG 2 PUMP LO. Not lots of ecam work but lots of QRH work just get through it also request straight out go around option. Follow above briefing and approach procedures. Again I recommend having blue book out on table and reading next steps for approach. Ecam wont trip you up but not following FPA approach procedures will (use above stated steps again ... stomp stomp). Make sure pilot monitoring is on prog page to moniter descent profile to catch deviations. We unlike previous sims stories full stopped.

Spot 6. Capt eng failure, got it at v2 a little more difficult due to lack of visuals but doable. Nose has to come down. Single engine Cat1 36R MCO, Start APU as part of procedures APU fire ecam on short final with low mins. Ignore it and stay on pfd until 100 ft, land then stop a/c. Capt make sure you make "remain seated" announcment in timley manner. PM checks for immediate and exception and start to run ecam checklist (if captain is engaged in something else just do it you are on the ground and plane on fire dont wait for an orde) tower says plane on fire, complete APU fire checklist so you get fire out then go to evacuation checklist. DO NOT RUSH and miss something you have plenty of time.

2nd half is all training look it over but dont stress just know emergency descent procedures I screen shot mine and pulled it up while repo for manuver. This should still be a QRH checklist because it is a scenario that if it happens we need to do it quick and right but they have taken it out of QRH. Discuss actual call outs on rejected takeoffs in DC with Instructor in pre brief because they are not standard go aound call outs almost no callouts according to procedure, procedure is new and still not honed in.

Debrief: Instructor again emphasised the procedure for managed and non managed approach set up and hit some of our mistakes with barriers to prevent. In all day 2 sim great training no stress. Day 3 lots of stuff (ETOPS has been dropped) all other day 3 demos as published and are training. Know you emergency descent procedures page 465. Ecams, go around callouts and approach arming procedures are very important. If something not going right Go-Around TOGA and revisit.

May 22, 2016

A320 R18 Continuing Qualification (CQ) Training

Recommendation: Prior to CQT go to AApilots.com, Training & Quals, Training Home, Training Information, A319/320/321. Click on A320 Training Guide, A320 RTS Brief, A320 R18 Brief & A320 RGS Depressurization Routes and download these presentations to your iPad in either iBooks or Adobe Acrobat Reader.
AApilots.com A320 Training Guide (CQ):

- CQ Training Guide, Page 7, Recurrent Training Simulator (RTS) Summary lists the Spots and Required Maneuvers for CQT Day 2.
- CQ Training Guide, Page 8, Maneuvers Validation (RVA) Summary lists the Spots for session 1 of CQT Day 3. This is a checkride.
- CQ Training Guide, Page 9, Advanced Training (RAD) Summary lists the Spots for session 2 of Day 3.

AApilots.com A320 RTS Day 2 Brief: PowerPoint presentation for the Day 2 briefing.

AApilots.com A320 R18 Day 3 Brief: PowerPoint presentation for Day 3 briefing.

General Comments:

Approach briefings are a four-step process.

1. Do your MCDU approach set up as a backward Z or FRPP. FRPP is the Flight Plan page, RAD NAV page, PROG page, and then the PERF page.
2. Review QRH OD Page(s).
3. Review Jeppesen Approach Chart.
4. Approach Briefing line by line exactly from the normal checklist.

Below 10,000 feet PM makes all MCDU entries.

On Descent-Approach checklist, Approach Briefing response if there is "no arrival" is "Reviewed, No Arrival, ILS 18R."

Day 2 - RTS with all SPOTS at KJFK:

Spot 1 - CA Low Visibility Takeoff, Expedite pb Demonstration, then reposition for a KJFK CAT III ILS 22L. Approaches to, Go Around and then a Autoland.. Straight forward. Go Around at about 100' AH due to Red Autoland Warning light illuminating. For the landing do not retard TLs until "Retard" auto callout. Remember to check for and obtain a takeoff alternate.

Spot 2 - CA Takeoff, KJFK VOR 22L Approach and Landing. Remember to manually tune the VOR in the MCDU RAD NAV page. PM will monitor the approach with raw data using the EFIS ADF/VOR toggle switch.

Sport 3 - FO Low Visibility Takeoff (1600 RVR), KJFK RNAV (RNP) Z 22L Approach, Missed Approach from RF Leg. Straight forward.

Spot 4 - CA KJFK RNAV (RNP) Z 22L Approach, Landing. Same as F/O approach to a normal landing.

Spot 5 - FO Takeoff, KJFK LOC 22L Approach, Landing. Straight forward.

Spot 6 - FO Engine Failure with a Fire between V1 and V2, Single Engine KJFK CAT I ILS 22L Approach and Landing. Straight forward.

Spot 7 - CA Engine Failure with a Fire During Second Segment Climb, Single Engine KJFK CAT I ILS 22L Approach, Landing. AA requires approach to be hand-flown from base leg to touchdown. Again, straight forward.

Spot 8 - BOTH Unreliable Speed Indication, Level 2 Automation In Alternate Law, Takeover pb demonstration, Upset Recovery. Unreliable Speed Indication not completed and removed from the syllabus. These were straight forward SPOTS too.

Spot 9 - CREW Rejected Takeoff and Evacuation. First Officer takeoff and rejected the takeoff for an engine fire. Fire did not go out and after assessing the situation executed Evacuation. Captain - under AA OM all commands are repeated 3 times: "This is the Captain, remain seated, remain seated, remain seated" or "This is the Captain, evacuate, evacuate, evacuate."

Day 3 - RVA for first simulator session before break with all SPOTS at KMCO:

Spot 1: CA Low Visibility Takeoff, KMCO ILS CAT III 36R Approach, Landing. Straight forward.

Spot 2 - FO Low Visibility Takeoff, Flap or Slat Abnormal, KMCO RNAV (GPS) 36L Approach, Landing. Flaps jammed on retraction with WTB engaged. We had a "Flaps Fault Flaps <1." In the briefing the Check Airman will discuss how to use the iPad A320 Performance App to determine VAPP and your Landing Distance. This is a great tool to use during this abnormal.

Recommendation: The Captain will be the PM and determine the Non Normal Performance calculations while running ECAM. When ECAM says "Compute Landing Performance - I forgot exact language) open iPad A320 Landing Performance APP. After the calculation is complete transfer aircraft control and give your iPad to the F/O. Have the F/O check the entries and then select the iPad Audit feature to check your Non Normal Landing Performance calculation.

Conduct the Non Normal Methodology. Check Immediate Action Items/ECAM Exceptions, Assign Pilot Duties (PF/PM), execute ECAM Procedure; check Cautions & Warnings that Require a QRH Follow Up (Yellow Pages), Emergency Landing Checklist, and ECAM Advisory Conditions & Recommended Actions.

Spot 3 - FO Engine Failure During Second Segment Climb, Single Engine Pattern, KMCO CAT I ILS 36R Approach, Missed Approach, Landing. Straight forward. Positioned on base leg, you must hand fly from base leg to final to the Single Engine Missed Approach. When above 100' and in trim turn on the A/P. At 1,000' select altitude hold and then do a standard clean up. At F speed select flaps 1,at S speed select flaps up and accelerate to Green Dot. At Green Dot 3 pulls: OP CL, Speed Select, and then set MCT.

Spot 4 - BOTH Visual Approach and Landing KMCO 36R. AP Off, FDs Off, A/TRH Off and hand flown. You will use FPV presentation.

Spot 5 - CA Takeoff, Hydraulic Abnormal, KMCO LOC 36R Approach, Go-Around/Missed Approach, Landing. Yellow System Hydraulic Failure while retracting the landing gear. Non Normal Methodology, ECAM procedure, Non Normal Performance from the iPad, to a Non Managed Non ILS LOC Approach to a Missed Approach then a landing. Straight forward.

Spot 6 - CA Engine Failure During Second Segment Climb, Single Engine KMCO CAT I ILS 36R, Landing, Evacuation. Minimums 200' and 1/2 mile. Just prior to minimums we had an APU Fire. It's very important for Captain to focus on flying the approach and to not look at the Master Warning and ECAM. If the PF takes his eyes off of the FD, LOC, and GS it's very easy to crash due to the distraction and fire right before touchdown. After landing roll out is complete Captain sets the Parking Brake. The Captain will then make a PA and state, "This is the Captain, remain seated, remain seated, remand seated." Then conduct the Non Normal Methodology, check the Immediate Actions Items/ECAM Exceptions, and access the situation. Prior to conducting the ECAM procedure you will determine you have an actual APU fire. Then execute an evacuation.

This ends the RVA and you will take a break.

Day 3 - RAD for second simulator session.

Spot 1 -  F/O Reactive Windshear/Microburst on Takeoff LAX runway 25R. Captain Predictive Windshear on Approach LAX runway 25R. Straight forward. First call out has changed from "Windshear TO/GA" to "Escape TO/GA." Captain should turn away from TRWs on radar while executing Predictive Windshear procedure.

Spot 2 - ETOPS - Engine failure on ETOPS flight from KLAS to PHNL removed from the syllabus because of time constraints. Did not brief or execute this SPOT in the simulator.

Spot 3 - BOTH Rejected Landing and Proper Touchdown Point DCA runway 01. When you decide to reject the takeoff, command and set "TO/GA" and then select Go Around Flaps. Takeoff, proceed northwest up the river, and retract gear/flaps per Go Around procedure at 1,000 AGL.

Spot 4 - Maximum Crosswind Landing DCA runway 01. Positioned on final in VFR conditions. ILS raw data available, but you will use FPV presentation. Wind is 100 degrees at 35 knots (AA has increased the maximum 90 degree crosswind limit from 29 to 35 knots).

Spot 5 - Flight from KDFW to MMMX (Mexico City) on a Depressurization Route. Review the Depressurization Route PowerPoint presentation before training.

Important: Captains and F/O must memorize the Rapid Depressurization & Emergency Descent Procedure located in OM, Volume 1, Chapter 2i. 10 (Inflight Maneuvers, Emergency Descent), page 465.

Captain's First 3 steps:

- Oxygen - On.
- Communications establish (turn on speaker and use ACP INT/RAD toggle switch or Stick pB to communicate)
- State, "My aircraft, Emergency Descent."

F/O's first 4 steps:

- "Your aircraft."
- PA - "Emergency Descent, be seated."
- Notify ATC, obtain descent clearance and clearance to Escape Point.
- Cabin Signs - On
- Engine Mode - IGN

Captain begins Emergency Descent per table, selects heading, and begins descent to 17,000 feet MSL because you're in the blue cloud.

F/O activates the SEC FLT PLAN and then the Captain will select NAV as PF. Proceed to the Escape Point. Once on the Escape Route continue the descent to 10,000 and complete the Emergency Descent procedures. At 10,000 feet SPOT ends.

Spot 6 - Engine Failure EOSID SKBO (Bogota) runway 13R. Positioned on final. Check Airman helps F/O build EOSID in the Secondary Flight Plan. Then Captain will fly a standard Cat I ILS to a Missed Approach. During the Missed Approach you have an Engine Failure. Go to TO/GA, command and set Go Around Flaps, and then retract the landing gear. Captain will command the F/O or PM to select "Heading, activate the SEC Flight Plan, and then Nav." Fly the EOSID. At 1,000 AFE execute the standard clean up as if it was an Engine Failure at or above V1 on takeoff.

Spot 7 - BOTH EPGWS Escape. Straight Forward.

May 13, 2016

Just finished R18 training. First month of the RVA, which is the evaluation part of R18; did not know there was going to be an evaluation involved (thought it was all spots and training), but hey life is full of little surprises. The overall flow is:
- Day One=all ground school (systems relevant to day three sim non-normals)
- Day Two sim=RTS, all flown out of JFK on 22L and ALL training, plus one hour of Security training
- Day Three sim=RVA for first two hours, and is essentially just like first sim except flown out of KMCO 36L/R and is an evaluation (straight forward); second two hours=RAD and is all that crazy stuff like depress routes, and is ALL training

First, just a note on how I prepared:
- Print out the A320 Guide-send it to FedEx, and have them print and bind it. 9 bucks.
- Download the two simulator day slideshows from AAPilots.com. These are the exact same ones you will see at training.
- I use those flash cards that are advertised on airbusdriver.net, plus some I made
- Know callouts, triggers, memory items
- Know by heart your role in: emergency descent
- Also, I print out the sim Summary pages from the Training Aid, make memory jogger notes on them, and take them into the sim with me. I have it where I can reference what is coming up next (even though now they are telling you), and I've never had a check airman ask me to stow it.

Day 1-Academics. This is a fire hose day, with lots of good information but is 10 lbs of stuff crammed into a 5 lb bag. Our ground school instructor was very knowledgeable-the systems he covered (specifically flaps/slats, and hydraulics) are pertinent to the Day 3 sim non-normals. He did allow us a lunch break, but we also skipped the Depressurization Routes block (I think by accident); it was a good trade. There was a class on the FM, and we covered mostly communicating with the back end of the jet, and some legality tables for takeoffs and landings. Human Factors class was taught at the end of the day, probably the most interesting class.

Day 2-RTS. This four hour sim is the better paced of the two sims, and you do everything just as it is printed in the Training Guide (p7). Our check airman was awesome and really wanted us to succeed.
- Briefing. Took the entire two hours, and covered everything you were going to do ref the RTS. It is the exact slide show that is available at AAPilots.com (Training & Quals->Training Home->Training Information->Recurrent Training->A319/A320/A321->Training Materials->A320 RTS Brief)
- No surprises in RTS; maneuvers as printed and I think others have covered this.

Day 3-RVA + RAD. Hochimama-not because it is particularly hard, but because it is A LOT of stuff loaded into 4 hours in the box. Had a different check airman on day two, very professional and definitely a big picture guy.
Briefing. Took the entire two hours, and covered everything you were going to do ref the RAD (second two hours in sim). It is the exact slide show that is available at AAPilots.com (Training & Quals->Training Home->Training Information->Recurrent Training->A319/A320/A321->Training Materials->A320 R18 Brief). There is NO oral, and the only memory items we got asked were those on the slides.

- The RVA (first two hours of the sim) is highly similar to the Day 2 RTS, only not as much stuff to do (and instead of all of it being at JFK, all of it is at MCO, exactly as depicted in the Training Guide). This is NOT a loft; most events you start off right on the runway, engines running. No real questions on flows, triggers, etc, however we did run the normal checklists, esp. the "Before Descent" checklist before going down the chute each time. Never touched a release. Here is the RVA, item by item:

* Spot 1 CA Low vis T/O, KMCO ILS CAT III 36R Approach, Landing. Started out on the numbers, engines running, 600 RVR. Did a quick "can we take off?" and "do we need a T/O alternate?" exercise (I won't go into it, but exactly like you run it in academics and in the brief). Took off runway heading, got vectors back around, and shot approach to a full stop (never saw the runway, but used electronic means to verify position). Put on freeze at dogleg to final to brief it up; give plane to other pilot when you set up approach, and let PM make MCDU entries below 10,000 feet. Non-event.

* Spot 2 FO Low vis T/O, Flap or Slat Abnormal, KMCO RNAV (GPS) 36L. After flying RNPs in the RTS sim, you fly a regular RNAV (GPS) in the RVA. RVR was 1600 for T/O (FO mins); flaps retracted normally from Flaps 2 ->Flaps 1, then when Flaps Up selected, slats retracted, but flaps locked at 1, generating an ECAM F/CTL FLAPS LOCKED. Our clearance was runway heading to 3,000, so we leveled off, and selected 210 on the A/S (still got an overspeed ding and slowed to green dot). This is a non-normal methodology drill, so take your time and go thru all the steps. There is no ECAM checklist (I think), but when you clear the ECAM and get the Status Page, there is a bunch of information. NOTE: If you have a white bullet on Status page that does not apply (like ice accretion), nothing below it applies until you get to the next white bullet and start drill over. One of the first steps is: FLAP LEVER-THREE. You are looking at flaps stuck at < 1, and for some reason we got it in our heads to leave the flap lever there for landing; wrong answer! A couple of bad things happen when you do that: 1) when you go to managed speed, the system sees the flap lever is at 1, and gives you S speed (if you are already slowed for approach, the jet will accelerate to S speed which is bad), 2) you still have a lot of slats you can roll and help lower your stall speed. You end up going to the QRH for a follow up (yellow pages) and that drives you to page 45. Bottom line-place flap lever to three for landing.
Another thing on the Status page is "Apply Landing Distance Procedures"; use the iPad app for that, and here are some pointers: Make sure you have the newest version (1.0.3); if you are out of date, you have to actually delete app, and then re-install it with the App Catalog. Make sure you select Non-Normal at bottom. Your Failure is at the bottom of this list, SLAT/FLAP; choose from the next drop down list which Flaps/Slats fault you have-ours was FLAPS FAULT FLAPS<1. Select "Use FMGC VREF" to ON. NOTE: This is how to calculate your VREF that you will select in the airspeed window on the FMC: Go to the PERF page on the FMGC, find VLS for FULL FLAPS (same as VRef); take this number and enter it into your iPad app; this will generate your VAPP speed in the lower left corner of app, and this is the number you select in your FMC for landing. NOTE: you can use the following method to ensure you have the correct failure selected: compare the delta REF you are supposed to add to VREF (from the Status page) to the one in the Audit function in your iPad app (hit the Audit button near the bottom, and look for the statement 'Non-normal Delta VRef: 25 kts'. If the numbers match, chances are you put in the correct failure. Still did a complete RNAV brief using blue pages and plate; did not fully brief any more approaches after we each did one. Landing was uneventful (weather raised above mins).

* Spot 3 FO Engine Failure to a Cat I ILS. Took off on KMCO 36R in low vis; things got hairy from start and went downhill. PM did not call V1, and engine failed with a fire past V1; if you don't hear V1 and subsequently blow a jug, do you reject, or knowing you’re on a V1 cut go ahead and take it in the air? Several moments of confusion, went into the air, and flew a sloppy procedure. NOTE: We are using new CONFIRM procedures-now the PF moves the thrust lever(s), and there is no physically guarding of confirm items, just visual (it is all spelled out in slide 73 in R18 slide show). Also, there is this new thing-from LAA-about 'Global Look something something', where, when you get an indication of a problem such as an ECAM, take a moment to look around at stuff like the overhead panel and make sure that other indications are in agreement with your ECAM ('do I really have a fire light in the engine fire button?'). Somewhere on a dogleg turned off the AP and hand flew a Cat I ILS; things went fine until did not break out. On the go, had it in mind that AP was engaged and went "GO Around TOGA". Plane did not climb properly and took a few seconds to figure out what was going on; went to turn off AP and hand fly the go around, and found AP already off-all better now, but nearly hit the ground and got to do it again from the FAVA to another go around.

* Spot 4 BOTH Visual Approach and Landing KMCO 36R. Started off in the air, with all automation off (no AP or AT). Use the FPV, and allowed to use raw ILS data. With the top of the little airplane on the horizon line, you have a nice 800 fpm descent. Also, if you have the correct crab in, the little airplane (which is always downwind and shows ground track) will be over the ground track lubber line in the bottom of the PFD (on the compass scale), and the ILS who-bobber should also be in vertical alignment with the little airplane & lubber line heemy schleemies. Also, just look outside. On first CA approach, a little fast, high, and in idle at 500'; FO called 'unstable, GO AROUND' which kind of sucked to do , but the check airman calmly said 'right call, I'll put you back at 5 miles and you can see it again'. Later during the RAD portion of the sim, we were in idle at 500' during the hi-yakka visual pattern in DCA, and 'negotiated' a quick 'continue' with the instructor in the interest of time to finish to a landing.

* Spot 5 CA T/O, Hydraulic Abnormal, KMCO LOC 36R Appr to a GO Around, then a landing. The FO flies the LOC on day one, so if you are the CA you may want to take notes. Started by taking off from 36R, runway heading to 3K. Got a HYD Y SYS LO RSVR, with a Y ENG 2 PUMP LO PR underneath it (not underlined). Ran thru the non-normal drill, and told to let FO run the checklists and CA fly. (Actual problem was loss of yellow HYD system due to empty reservoir). Big issues are: flaps track slowly, one reverser, no NWS, spoilers 2 & 4 inop. Things were hunky dory, and went to QRH and determined there was no follow-up. Found out in debrief that yes, there is a follow up, because the second line was listed in yellow index, even though not underlined (check airman even made comment that we have been giving the big catastrophic failures all these years, and some of the more subtle ones have these hidden gotchas). Anyway, page 70 in the QRH for our version of the HYD Abnormal, and there is a procedure for 'if L(R) spoilers 2+4 are currently indicating extended'; since ours were not, we got away with not going to the follow up procedures by sheer luck. CA flew to minimums and went around for weather. Set up again at the FAF, and this time weather was good enough to land.

* Spot 6 CA Engine Failure after V1, Cat 1 ILS 36R to a Landing plus Evac. Just past V1, got a fire and failure. NOTE: even after you hear rotate, keep it on the ground until you are ready to take it into the air (i.e., if you are still having control issues, stay on the ground until the 2 board if you need to). Got in the air, FO allowed to run checklists. Flew an uneventful hand-flown ILS Cat I to a full stop. On ground, got definite confirmation that we had a tail fire, and ran evacuation procedure. The main thing we goobed up was step 4, which says to discharge APU agent if required-the fact that we were told our entire tail was engulfed in flame should have been a clue that the APU was burning. At this point, we were at the two hour mark in the sim, and still had the entire RAD ahead of us, so all I can say is pace yourself for a four hour sim!

I think other guys have covered the RAD pretty well already, so I will just hit a few highlights.

* Windshear. There is a new procedure, but it's a lot like the old procedure. Now, when you are doing the procedure, it is "ESCAPE TOGA". Procedures for reactive and predictive are (sorta) combined. Look at the new predictive windshear chart in the slideshow; now we don't have to go around on approach just because we get a predictive caution, if you can avoid the WS (and how are you going to determine that? I think in the sim it is going to always be a go-around). With the 'Warning-Windshear Ahead', you now have the choice of a normal go around over an 'Escape Toga' maneuver. The FO got a reactive windshear on takeoff, after AP engagement, and the AP never kicked off during the recovery. The captain got a 'Windshear Windshear' very low on approach and did the escape maneuver; this was by far the more dramatic.

* ETOPS. Read the slides. We actually built the return routing in the secondary ahead of time, so that when we started to turn around, by the time the turn was completed we were already on a 15NM offset, had the secondary route called up, and had the offset loaded in the box. We lost an engine at 35,000 feet. You have about 50 seconds before you are at green dot, so things happen fast. Although you have a big juicy ECAM for engine failure staring you in the face, your most urgent problem is the Immediate Action w/o ECAM, 'Unable to Maintain Altitude - Loss of Engine Thrust'. Go to MCT right away; Get the A/Thr off (this will make things work better later); start your turn independent of starting driftdown; wait until green dot to start down; set driftdown alt from prog page into FMC and pull for open descent. (have to do some math with altitude; there are two to choose from, the driftdown alt on the PERF page, and the REC MAX on the PROG page. Take the lowest, round it down to the correct direction alt, and subtract 500'. I wrote a bunch of notes on page iii in my QRH, directly from the slide show, to help with these procedures. I also checked my June schedule, and noticed I was not slated to go to Hawaii at all.

* Depressurization Route MMMX. Don't know how to make this one less painful; just go over the slides, and know your check airman will walk you thru it. We had a semi-rapid decompression, with no damage, so we could descend fast. The Emergency Descent is not in the QRH, so you need to go to OM Vol I 2i.10 (page 465) and basically treat it as a memory item. As FO, you must remember two things: say "Emergency descent, be seated", and remember to tell the FAs when the cabin descends below 14,000'. Actual procedure is page 467. Spot terminated once we were on routing at 17K.

* Max Crosswind TO and Landing. Did these at DCA going north. Fun, but still have to take seriously. You are hand flying, so tell other pilot what you want in the FMC. There is specific verbiage for these calls, but I could not find it in the OM. During a max crosswind landing, they want us to keep it in a full crab until right at the end, then kick it all out around 20 feet and land; this will require a little bit of aileron into the wind right at the end. A good technique to stay on the runway is get the nosewheel on the ground immediately.

* EOSID at SKBO. This is a work in progress. You get to build the EOSID in the secondary (all in the slide show). We flew to a missed approach, and lost an engine going around. You have to select heading, and activate the Secondary, then make sure you go back into NAV. You stay on autopilot throughout the maneuver. We did it CAVU, so it is eye opening with all the terrain around. I checked my June schedule again, and observed I was not scheduled to fly anywhere in South America.

* Random Notes:
- They can't simulate the Undue Activation of Alpha Protection in the sim, so you will only see that one in the brief. However, it is a memory item, so know it by heart.
- Managed= 'coded glidepath' (RNAV, VOR)
- Can't say LANDING until you have actually been cleared to land
- They don't like you to say 'please' or 'thank you' with your callouts
- If you lose equipment while airborne, check the required equipment list for the type of approach you are flying to see if you need it
- No longer allowed to brief approach in iPad NIGHT mode (day or night)
- On VOR and LOC, use '3-2-1' to configure
- Below 10K, use other pilot to enter stuff into MCDU
- Prior to ANY checklist, run your flow
- On SE, usually have 4-5 units trim into good engine
- Don't call TOGA SET until needles are there
- On RNAV (RNP), on go around as you clean up pull and set speed (Cat C/D) to not exceed RF ground track
- Ground school defensive training has been reduced to putting tuff cuffs on one another, then walking past the dummy and demoing one each of three different punches.

Re-blued for another 9 months!
May 13, 2016

Day 1 Ground School: Not as rushed as I thought it would be. Actually had time for lunch. Pay close attention to the systems part ... especially the Slats/Flaps malfunction and the Hydraulic malfunctions. You'll see it on day 3 for your MVA. It'll be very similar to what they cover in ground school.

Day 2 RTS: Exactly like the previous comments said. Everything out of JFK. Pretty even paced. F/O is supposed to get a V1 cut, but if there's time at the end of the sims, ask for a V2 cut, because that's what both of you will get tomorrow. Our instructor made it easy. It happens even before you get the gear up. Just step on the Beta Target trapezoid. Put the box on the shelf (12.5 degrees pitch). You'll probably have to lower the nose. Find the parking brake handle and move right up to the rudder trim and hold until you feel pressure release on the rudder pedals.

One comment about the F/O's soft go-around out of the RNAV RNP. Just say, "Go-around, TOGA", wait for the SRS to show up on the FMA, then pull it back two clicks to "Climb". Then call for go around flaps and gear. Works out well.

Day 3 RVA and RAD: This was crazy busy. Ridiculous. Instructors are quickly becoming aware of how much time it takes to try and do all the crap on the syllabus. Back to trying to put 10 pounds of sh*t in a 5 pound bag. I'm writing it up. They've all been going long unless you have a seat filler.

Brief takes a long time ... So long that they spend a lot of time on the FOQA and other stuff that isn't on the check ride. We were rushed to finish the brief in 2 hours. Didn't even have time to brief the MV, which is he part that's graded. Spend most of the time talking about the second half of the sim. By the way, they want that memory item about the ADR pushbuttons verbatim. Our instructor had a great technique. Leave the PB closest to the flying pilot on and turn off the other two. That way, he or she won't lose the displays on their side. Remember, it only says to consider leaving ADR 1 on for emergency configuration.

The MV takes a long time, so try not to screw up. If you have to do stuff over, it cuts into an already rushed second half. I suggest having your profiles and ECAM procedures down cold.

The two things that take the longest are the F/O's Flap/Slat ECAM to the RNAV 36L in MCO, and the Captain's hydraulic problem to a LOC 36 (can't remember L or R in MCO). In both scenarios, you'll have the Landing Distance Procedures Apply thing, so use Rick Spurlock's app for Non-Normals. Works great, but be careful selecting the correct failure. Also, don't add anything to the Vapp. Rick Spurlock already takes that into consideration for you. Just plug that number in the MCDU. Both Captain's and F/O's ECAMs happen soon after you get the gear up. Mine was the Wing Tip Brake stopped the slats between 1 and 2. Just did a flaps 3 landing. Captain's was Y Hydraulic System Low level.

On a LOC approach, can't use the 3 degree 0.4nm pull FPV thing until the FAF. Outside the FAF use the old dive and drive method. That's because the 3 degree glidepath is usually only calculated from the FAF. Captain will get a missed appch followed by a landing second time. Instructor will reposition on final, so that saves some time.

On the F/O's RNAV approach, a white descent hockey stick is bad. Blue or magenta is good because it means the airplane will honor the constraints in managed descent. To make a white change to blue or magenta, dial in the FAF altitude, check that the constraints are correct on the ND, then go managed ... I think!

Also, when loading an RNAV, best to use No STAR, but have a VIA in there. Make sure you see the blue missed approach lines on the ND.

V2 cuts for Capt. and F/O. Probably will be engine fire right after liftoff. When identifying non-normal, they're stressing don't just look at ECAM, look all around ... overhead panel, etc. to confirm what the problem is. Once again, the ECAM, QRH follow up, and all that stuff takes a lot of time. Capt. gets to land because he already did his go around off of the LOC. I was expecting to break out off the S/E ILS (has to be hand flown), but nope. Had to go around because no contact. I was pissed because the syllabus said it was to a landing. Check airman laughed at me and said they had to see a go-around. Easy reposition to final and let me use the A/P down to mins and we broke out just fine.

Visuals to 36R MCO. No big deal. FD, AP and AT off. They want you to have FPV on, though. 45% N1 works out nice for CFMs flaps 3.

RAD: I heard they're thinking of cutting out the LAX HNL unable to maintain altitude immediate action item. Hope they do. Rest of the RAD is like the other comments written in April. We were so tired after running so many ECAMs, 4 non-normal, and stuff on the MV, by the time we got to the SKBO engine out missed, we were brain dead. We got in early and ran late.

May 7, 2016

Went down the first week of May when they just started the new R18.

Day 1: Very rushed, a lot of information crammed into a short amount of time. We did get a bit of a break for lunch. The Human Factors Segment was once again, excellent.

Day 2: RTS - was as advertised in the CQT Training guide. Everything was out of JFK, RWY 22L. A couple new things this year - Expedite pb Demonstration, Low Visibility Takeoffs, RNAV (RNP) Approach work and the Takeover pb demonstration. Otherwise, fairly straightforward.

Day 3: RVA - First part was a maneuver based event. Once again, training is the same as advertised in the CQT Guide. This was the test portion of day 3 in the sim. The RAD portion was fairly intense, but very informative and educational. FO is really busy on this portion of the training, especially the Depressurization Route MMMX. Heard they are considering taking out two of the scenarios on the RAD portion due to time/training constraints.
As usual, the instructors were great. I learned a lot, it was exhausting but I'm good for nine more months.

April 28, 2016

Simulator Day 2, evaluation portion first, with a line flight DCA-BOS. Set up for rwy 1 RNAV departure National 1. APU MEL'd so air start at the gate for both engines. It worked well for Capt. to read the procedure off the iPad and the FO to move the switches and start the engines. After push back, Rwy change to 19 so I was glad that we did the new numbers and control checks in the alley before taxiing. Got dinged for starting the taxi checklist and not stopping it as we held short of 15. Also at night they want us to turn on some lights as we cross 15. On the way to BOS, FO flying, got a FAC 2 ECAM, Capt worked the procedures and checked with dispatch via Air Cell to make sure they wanted us to continue, which we did. Climbed to 290 and checked RVSM limits. They want to see a AHEFOE as well, in cruise. Then we lost auto thrust, did the ECAM (no procedural steps) but didn't go to the QRH which had one step (try the other autopilot). Capt called dispatch on Air cell to see if we could continue to BOS and we both agreed that the wx was OK for landing in BOS with AT inop. FO continued to fly, Capt did RNAV decision tree, and kept digging into required equipment, and lo and behold, two FACs are required for an RNAV. We then briefed the ILS 33L in BOS and confirmed it was working via ATIS. FO flew the STAR and we got vectored off the ROBUC OPD, then got direct KRANN and resumed. FO then flew the ILS and did a great job, landed uneventfully.

RAD spot were all good training, check airman can do training throughout. Very good experience and learned a lot. Good for another nine months!

April 18, 2016

Just finished up my CQT today. I thought I was in R18 but apparently right now they're doing a bit of both. They're switching to R18 at the beginning of May.

Day 1: EXTREMELY rushed!!! Great instructor but given the large amount of information and the small amount of time it bordered on the ridiculous. He spoke as fast as humanly possible with no questions and still had a difficult time covering all of the material. No break for lunch. HR segment was informative and helpful. I will be writing a review.

Day 2: Terrific learning environment. Great welcoming attitude and really learned a lot. The usual suspects on this. V1 cuts, SE ILS Approach, RNP (suppose to be signed off to actually fly them in June but we'll see), managed non ILS, non managed non ILS (aka LOC) using the FPV works great. Everything 22L at JFK.

Day 3: 95 slide pre brief slide show. All questions off of the slide show. Just a few off walk around that I wasn't certain of. I think the Check Airmen was a bit bored. A320 is the only one without a strake on the cowling. A319/A321 both have one. Test button for parking brake light on nose wheel to see if bulb is burned out.

The evaluation part of the ride was fairly straight forward. DCA-BOS. APU MEL'd. Started both engines at gate with external air. Planned for RWY 1 departure with low visibility but no TO ALT required because we met the mins for RWY 1. Right before taxi they switched runways to 19. Needed TO alternate because the minimums were higher for 19. Took our time to change numbers and brief all the changes. At cruise got a SDAC ECAM. Class 1. No chimes. Honestly had no idea what an SDAC was. Had to look it up. No follow up in QRH and just crew awareness in supplemental. No big deal. Make sure to go through all the ECAM procedures(go through all 4 boxes) before looking in QRH. The CA mentioned that everyone screws that up. Us included. Given holding instructions. Happened quick. Barely had time to slow down. In hold got IDG LO OIL PRESSURE. Now down to one generator. Declared an emergency. Diverted to JFK. Weather was 1000/5. Took our time. Prepared everything in the hold. Shot ILS 31L. Stopped straight ahead on RWY. Evaluation over.

RAD: A lot of work but a lot of fun really and great learning environment. LAX-HNL. Loss of engine unable to maintain altitude. Driftdown. If before ETP start turn all the way around. Offset 15 miles. Altitude +500. PF turn off A/T (so the thrust doesn't go to idle) dial in altitude off of cruise page and fly at green dot. 500 fpm descent. Gives you plenty of time to take care of QRH. Max X-wind DCA. TO with a pattern at 1500' back to a landing. Hadn't done that in a while. Start hand flying on the line. It makes a difference. Also did landing at DCA landing prior to 1200'. They're pushing that pretty hard. Able to dip down to 3 red on the PAPI. Rejected landing. Takes time to get to toga thrust. Don't rush. Rotate at Vapp. Things happen fast with lots of bells and whistles going off.

Bogota Columbia. ILS Approach to 13R with an engine failure below 1000' to EOSID. Again take your time. Engine out procedures like normal, EOSID doesn't start until departure end of runway. PM pulls heading and activates secondary that you set up just like you were departing 13R. Then GPWS into the mountains. Don't forget to check the spoilers.

Mexico City: loss of cabin pressure. Get mask on ASAP. Captain flies. Expedite PB works awesome if no structural damage. FO is crazy busy. There's a lot to do. Talk to passengers "Emergency. Remain seated". ATC "Pan-Pan, Pan-Pan, Pan-Pan. American ____ descending to 17000' heading direct to ______ " (beginning if depressurization route) Request altimeter. Activate secondary. Cabin signs. Ignition. Below 14,000' inform FA's over PA they can take off O2 and do cabin check. Take yours off at 10,000. It makes it more bearable if you turn off hot mike when breathing.

Overall great experience. Came away a bit exhausted but learned a lot and had exceptional instructors.

April 16, 2016

Just got back from CQT and because of grace month issues with scheduling, everybody who does CQT in April will do the same RTS and LOE simulator scenarios that have been in place the last 9 months. The difference is that there are 2 new training briefings with new info on AApilots.com that you will want to look at. Also the RAD on the second day has changed. Beginning in May, 2016, the R18 RVA will begin but the RAD will still stay the same as I just did.

The first day of ground school has also changed and our instructor tried to rush through it but we never came close to finishing. There is no scheduled lunch but the instructors will give you time. The cafeteria now opens for an hour at lunch time on weekends so that was a good change.

I will go over the RAD since it is new. The RAD is packed full of stuff and the instructors have some difficulty getting it all done.

1. F/O does a windshear on T/O from LAX 25R which occurs a couple hundred feet off the ground. If you get the autopilot on right after 100', the A/P should fly it for you. C/O does an approach windshear that hits about 300'. Use 3 flap and keep the autopilot on and you will save yourself the trouble of hand flying. Also the new callout for windshear is "Escape, TOGA".

2. ETOPS is actually an engine failure at altitude from LAX to HNL over the Pacific. The PM will start the immediate action item "Unable to Maintain Altitude -  Loss of Engine Thrust." The PF will make a turn off course, most likely a 180 degree turn back to LAX and try to get off the track by 15 miles. Looking at the course deviation right on the ND is a good way of initially setting up. The C/A gave us pointers as we muddled through it.

3. The Depressurization Route MMMX is going to be a practice emergency descent over the mountains in Mexico. The C/A talked us through the setup and then we had a decompression. The CAP flies all emergency descents saying, "Emergency descent, my aircraft". The CAP will descend to 17,000 (or 21,000 depending where you are) while the FO puts a direct to the closest fix in the box. It is actually pretty easy since it is already set up. After reaching the fix, continue down to 10,000 and fly the route. The event ended when we got to 10K feet.

4. Rejected landing and proper touchdown point is the same thing as last time with a go around after touchdown in DCA. Not a biggie.

5. The maximum crosswind T/O and Landing is a little different. First of all, if you did the MAX X-wind in LAX last year, it is nothing like that. Last year, there was tons of turbulence and it was definitely a handful but this year, on DCA 01, it seems much easier. Felt more like a 20 knot X-wind to me in much smoother conditions. Don't be tempted to use flaps full. Flaps 3 will be easier and require less crab. (And I am not a fan of flaps 3) We actually did the landing with flight directors and A/T the first time. We then did a normal MAX X-wind T/O from DCA 01. Full forward stick to be released between 80-100 knots. Also if you are in a CFM engine SIM, you go 50% then 70% N1 and let her rip. Just a little aileron into the wind all the way through liftoff works well. Too much and ground spoilers come up. Our C/A let us see how much that was before we took off by looking at the flight control page. I thought that was cool.

Now that we had the practice, our next maneuver was a MAX X-wind T/O from DCA 01, fly a pattern with radar vectors at 1500' and then a visual MAX X-wind landing all done without autopilot, auto thrust or flight directors. They want us to bone up on our flying skills and this is the American way of doing so. Just revert to old school flying, rotate to 15 degrees, power back to climb and stop the quick climb by bringing power back to around 50% N1 at 1500'. I used 210 knots flying downwind and then slowed to 180 knots getting Flaps out to 1 then 2. You shouldn't have to monkey with the power too much if you have about 50% N1 which seems to be the magic number for most configurations we use plus or minus a little. With runway in sight, you are cleared the visual. Turned out alright for both of us but I will say that our C/A told us later that most guys do terrible with this. They don't expect a lot of proficiency on this but just want us to be safe. I shut off my autothrust on the line a lot so that probably helps. I would suggest that and shooting some visual approaches w/o flight directors for practice. It's not that bad if you hand fly out on the line a little.

6. Engine failure EOSID in Bogota SKBO is on the missed approach from 13R. At this point in the day, we were wicked tired but luckily we didn't have to hand fly any of this. The C/A helps you with setting up the EOSID for missed approach and then you get set up 10 miles from the airport (two engines) and shoot the approach and at minimums you see nothing. Do the go-around and after you get the gear up, you get an engine failure. Just leave it on autopilot and have the PM activate the SEC flight plan. You have to momentarily select HDG then activate. Make sure it is in NAV. A/P does a good job and when you reach acceleration altitude (which we had to make up because it is really not defined on this procedure) we went through the S/E stuff till MCT and maneuver over. We then got pointed at a mountain and did the escape maneuver. I did not wait for the Terrain call but went around early which is fine. When it talks to you, you have to at least stop descent. My F/O waited for Terrain and did the whole full back stick gig. All good.

A few things that help:
If you do an LOE, I would highly recommend having the F/O fly but then have the C/O do all briefings in air and on the ground. This will make things go faster on ground which they sort of time and it will make it much easier in the air with change of control. Use medium brakes on EVERY landing. That's it. Good Luck!

March 11, 2016

As advertised. Class started at 0915 broke around 1230 for lunch. It was the systems as advertised, actually paced through quickly followed by the door trainer (only one person does them) and then on to the life jackets, smoke hoods and fire ext. Only one person does that as well. After lunch it was takeoff and landing minimum stuff along with the A330 boys then the human factors stuff.

Sim day 1 we had a good guy, laid back and helpful. Everything was jfk. Low vis takeoff with cat 3 to 22l with a miss followed by cat 3 to a full stop. First officer did low vis takeoff with a vor to 22l with a full stop. Let's see then we did two rnav approaches to 22l one per I got a go around on the rf leg passing sogoe (sp), using a soft go around you have to speed select 165 kts right after you bring throttles to climb to honor max speed on the arc. First officer rnav was to a full stop. We did engine out work after that and it was standard v1 cuts. We went to altitude for stalls and unreliable airspeed work ... Follow the qrh and you're good to go. The first officer also did a low altitude stall then we finished up with the rejected takeoff. It was first officer takeoff and an engine fire somewhere around 110 kts. Fire won't go out so you end up evacuating. Security was last with an hour break between sim and class.

Sim day 2 we had another good guy, even keeled and runs a nice smooth pace. We started with the proverbial certification check and then on to the 75 slides. He didn't spend too much time on landing performance as I had the sheet all filled out. He had us do the problem on our ipads to see if we both came up with the same answer. The only questions asked were those that were part of the slide presentation. We flew DCA to BOS. APU MEL'ed and we started both engines on the gate. After push had a runway change from 01 to 19. We re-configured everything to include the taxi check in the alleyway.

After takeoff we got a FAC 1 fault. We ecamed that bad boy as we headed to BOS for the RNAV 33L. At top of descent we lost autothrust. I kept flying while the FO worked this issue. We contacted the dispatcher with the heads up and kept on to BOS. We shot the Cat I ILS to 33l . That was it didn't even park on a gate.

After a break we moved the sim to DCA where we did the mas x/w landings...really no big deal just kick out the crab at the 40 foot call. The spot landings were no big deal either. pretty much keep the standard aim point to the MM then change your aim point closer to the 500 foot marks and put the bitch on the ground. We both did the rejected landing which was actually fun.

LAX was used for the windshear on Takeoff and landing...no big deal there either and the rejects for the bad takeoff data. DFW was used for the OPD. We never really did fly it as much as talk about it.

Then to RNO for the EOSID ... read the ops page ahead of time so you have a handle on the procedure. Works out well then you do some CFIT and high altitude upsets.

February 21, 2016

Day one and two were as advertised, Day two was busy regardless how you cut it.
Day three started with CA checking the I pads for currency as well as our medicals. Interesting how they checked our medicals and licenses both days. What could change from day two to day three???
Day three started with a briefing straight from the syllabus. CA spent lots of time on windshear, predictive and reactive, more then I would have expected. Questions were mostly memory items on the slides and a couple on the walk around. Our flight was from Boston - Washington with no MEL'S. We taxied E, A to runway 15R. Once we started taxiing runway was changed to 22L with instructions to taxi E,A,N and hold short of 15R. FO wanted to stop A/C and reload the numbers but ATC refused. CA said it was not realistic of line ops and would create congestion on the taxiways, so we started second engine before turning left to A and get that out of the way. He later said that was a good idea to reduce FO's workload later on. We still stopped short of 22R to rebrief the new runway and departure. We were issued the Logan 9 after I inquired about a SID at the gate. It was not on the flight plan or PDC. He said it was a simulator issue, not a trick. We took of and leveled at 5000' were we got a climbing TCAS, then climbed to FL260. DCA was using the RNAV1 and we were "real" Sky Nazis for the purpose of this flight. I asked before getting in the Simulator as I have seen conflicting theories on the comments submitted here. We then got a rudder travel limiter 1 ECAM on the climb out, and we went through the immediate action, etc etc routine. At cruise I went ahead and went through the OD pages for the RNAV approach. CA was kind enough to let me go through it all before he came back and said the RNAV was broken!! but the ILS was back!!! We briefed the ILS to Runway1 on the Clippr1 arrival, however we got a lot of directs and no Vias. The approach was uneventful and we taxied to gate 42.

We took a brake, longish one as we were early, then proceeded to the practice events. To me this was the best part of this whole cycle, as the CA worked right with us on the maneuver. Most of them were a non event and it was actually fun to do the touch and go's in DCA. We used the same procedure for them we used for the "short" field landings. Other than lots of noise they were a non event and he walked us right through the maneuver. The max crosswind was also a non event, certainly much easier than doing it for real. A max crosswind in real life is a definite event but not here. The Reno EOSID was very instructional and CA was right there doing it with us. The EGWPS events we did right there at Reno in VFR condition, and was eye opening to see how close the AC is to the hill before commanding the pull up.
Ditto for the rejected takeoffs, no issues. A short debrief followed and off to the airport and HOME!!!!

January 30, 2016

Day 1: Ground School. As advertised.

Day 2: This is the 51 page presentation titled simulator training. No threat. Normal "spots" that include as advertised departures with "V1 cuts", RTO's, etc. Even though we don't do them yet, expect the yearly RNAV RNP discussion and practice. We practiced the RNAV (RNP) Z Rnwy 22L @ JFK. You will also get the discussion about UNDUE ACTIVATION OF ALPHA PROTECTION (you should see a video presentation that makes it a little more clear on day 3).

Day 3: First yoo"ll brief going completely through the RT9 (75 page presentation). Expect to go through the entire slide presentation. You should grab a Non-Normal Landing Data worksheet (or more) and practice using that and then comparing against the A320 Land App. You should come up with the exact same distance when comparing the two. Also talking about the EOSID. You can prepare by reviewing KRNO and the Rnwy16L EOSID.

LOE for us was DCA-BOS with an inoperative APU (Huffer cart start @ gate). You can prepare by reviewing the Non-Normal Supplementals and talk through when & how you start the 2nd engine (we did it at the gate with the huffer cart).

FO's leg. We briefed for a Runway 1 departure with the essential Prohibited Area avoidance. Review DCA plates to get a complete picture & thence a detailed briefing. As we call for taxi, we get a runway change to Runway 01. STOP. Change the plan, review the Perf Page and change as necessary, do a departure route verification, only then DO a TAXI CHECK LIST AGAIN.
Arriving at BOS, given a RNAV 33L for KBOS with 600/1mi. Be sure to check (each) the RNAV Arrival and what altitude the hard-deck is (we did ROBUC1 - and almost missed the 1 ball on the left side inset of the arrival). Missed approach - big surprise. Weather much lower than previously reported (-X, 6/6/6). Captain prepares & briefs for CAT III 33L. Know call outs.

Checkride over. Now comes the RAD:
KLAX: No flex entered, prior to 60 KTS ... TOGA
KLAX: No flex entered, past 80 KTS ... RETARD (FO, X-fer of control, REJECT)
KLAX: Windshear - REACTIVE
KLAX: Windshear - PREDICTIVE (catch it in time, it's a NORMAL GO AROUND)
Aircraft Upset: 2 each (nose low, nose high)
KDCA: TALPA ARC (Take Off Landing Performance Assessment Aviation Regulatory Committee) - Spot landings at DCA using the VASI. "Landing" between 1000 to 1200 feet of available runway ... THINK 3-Wire, Navy dudes. Stay on Glide Slope from Outer Marker to Middle Marker, then transfe half and half Inside/Outside (VASI). Looking for a bit more than 700 VSI (but not much, and keeping VASI 3 RED/1 WHITE). Review DCA 10-7B-6,9,10.
KDCA: Same as above, BUT you landed too long (or they said you did), GO AROUND!! Lots of uncancelable noise - you have to bark orders (GO AROUND FLAPS) ...
KDCA: Maximum X-Wind landing (Runway 01). Wind is 100/29. Old School - CRAB it, KICK it.
KRNO: EOSID (10-7E-1) - Flaps 2 or 3. TOGA (night or Wx). The flap 2/3 setting gives you the NEEDED 25 degree bank for the procedure - thus, do not be in a big hurry to clean the aircraft up on schedule. MSA is 12,000 Feet - This is when you will see your EWGPS demonstration. A thorough review of EOSID presentation and of the KRNO plates will go a long way.
This (as all training) goes most smoothly if you have the memory items down PAT, and you know your TRIGGERS & FLOWS. My Captain/training partner did a great job & we both worked well together.

January 27, 2016

Overall, I found the new experience to be better than in years past. Days 1 and 2 were less intense than before; the checkride on Day 3 only lasts for 2 hours. Then, you're back to training.
Day 1 - Goes from 9:15 to 3:30. So, it's a shorter day than the previous system. No preparation required. You never stay in the same room for long. First couple of hours spent going over aircraft systems. FMA indications on takeoff with and without a Flex temp, the effects of frozen pitot tubes and unreliable airspeed indications, etc. Then, you're off for emergency equipment training and cabin door training. It's all short and sweet compared to years past. You'll get a very short break for lunch 25-30 minutes. Eat quick. Then, you're off for Human Factors training which will take the rest of the day (about 2 hours.) They go over the airline's Safety Management System ... FOQA, ASAP, LOSA.

Day 2. - All training. We had a different check airman on Day 2 then we had for the checkride the next day. Our CKA said that's the way they like to do it now. Spent the whole period on JFK's runway 22L. It's got everything you need: ILS, LOC, RNP, and VOR. Go over your non-normal methodology so you''ll know how to run through the ECAMS. We both got a ENG Fire on takeoff: F/O at V1 and Captain at V2. Know what is a confirm item on subsequent ECAMS and how to verbalize that (PM reads ECAM, PF covers the protected switches and says "Confirm", etc) Low vis takeoff: nothing to it. Just remember to put your nose down input prior to 80 knots like you always do. RNP and VOR: make sure it's built correctly and validate the approaches and you're all set. LOC approach for the Captain. Get into Flight Path Vector and set your 3.00 degrees approaching the FAF. Make sure the F/O calls 0.4 DME and pull for the 3.0 descent. If you pull right at 0.4 miles, you won't need to make any changes to the g/p even if vertical dev indicator isn't exactly spot on. Resist the urge to make a lot of changes and hold what you got. TCAS R/A – go to 10 mile scale with the first T/A. Advise ATC immediately (don't wait for the R/A.) PF takes autopilot off and calls for F/Ds off (don't turn the F/D off yourself); PM turns off the F/D (technique - then, checks Column 2,3 and 4 on the FMA blank ... you go over that the first day.) Don't pussyfoot around following the green ... fly that plane like a boss. When clear of conflict, build the pyramid and cross the Nile. PF calls for everything ... don't do it yourself. "Autopilot 1" ... "Arm autothrust" ... "Set 9000" etc. Stall recoveries ... the idea here is PITCH IS PRIMARY. You can't recover with power. You need to nose it over. You'll do the first series at cruise altitude. Nose it over and get the speed coming up. Bring thrust levers to the standup only. Once speed is above Vls, slowly bring the thrust up all the way to TOGA. Too much at once will pull the nose back up and get you into the warning again. You'll probably lose at least 2000 feet of altitude. The F/O does another series down low while fully configured for approach. Trick is to get the nose down early and get your speed above Vls while you have altitude to spare. Once over Vls, you can get the power in and you're set. Unreliable airspeed indication - be familiar with the QRH immediate action procedure. Once you figure out that 2 ADIRUs are screwy, you'll be hand flying it. Immediately tell ATC you're having pitot static issues and ask for a generous block of altitude (ie 290 to 330 or whatever.) You'll be at cruise and the QRH procedure says to put the thrust in climb and set 5 degrees of pitch. Once that is done (and as a technique), ask the PM to give you Flight Path Vector. Keep the little airplane on the horizon and you won't get off altitude by 20 feet. Select Data, GPS Monitor and you'll have altitude and groundspeed provided by the trusty GPS. With that, you should be able to tell which ADIRU is valid and you can shut off the appropriate ADR pbs.

Day 3 - First thing is the LOE (checkride) and then the RAD (which is just more maneuvers training from Day 2.) First thing in the brief the CKA will ask you for your medical certificate and license (obviously). Might also ask for your passport. Then, he'll want to see your iPad and he'll check that your Jeppesen and Mobile365 are up to date. So, update that thing the night before. The rest of his questions came straight from the PowerPoint. No surprises. About a third of the PowerPoint dealt with the external walk-around. CKA asked us to choose (one at a time) four or five numbers between 1 and 21 (slide 38 of the 75) (also, each slide in the exterior inspection section of the brief has the same numbers), then he selected that section and asked whatever questions came up on that slide. You might want to select 4 or 5 of the easier ones for you and be ready to call for those if he asks you to choose. But, have an answer for all of them. Most of them don't require much ... ie what do you check for on a drain mast? Answer - no leaks. The exterior inspection of the OM is very vague, so you can be vague too. Check means look for obvious damage. "do you have to look in an open compartment during a security check?" - Yes. The MEL section was mostly training. He walked us through it. Same with the EOSid section. The Windshear section: he quizzed us about it. The Systems and Limitations Validation: you answer every question from the slides. As for the Undue Activation of Alpha Prot, he'll quiz you about it. Make sure to say "pushbutton" as in "one ADR pushbutton ... KEEP ON" (that way you'll know not to twist any knobs which = no-no.). Know the three conditions in which you'll use the procedure. He'll ask you for them. You'll go over the Landing Performance section in the Performance Manual. If you actually know how to figure out the distance using the Manual, you're well ahead of the curve.
On to the sim. We had DCA-BOS. APU was MEL'ed. Ask to start both engines at the gate ... makes the non-normal procedure simpler. Go to Chapter 4 of the OM and read and do the procedure. Don't do the after start flow until you're pushed back and "have a salute." Do your entire taxi flow and taxi checklist down to the line right there with the parking brake set (the CKA mentioned later during the TEM debrief that this was a good idea. There is very little "green" on the new TEM model. One time is when parking brakes are set and later during cruise.) As soon as we asked for "taxi" from "Ground", we got a runway change. Ask to hold position and get everything set. Re-do the entire taxi checklist as required now by SOPs. This way the F/O can be heads up during the taxi. After takeoff, we got an ECAM for AUTO FLT FAC 1 FAILURE. Or, something like that. Given a hold at cruise for delays in BOS. Remember how to calculate bingo fuel and adjust the "fuel required to the Alternate" on the FUEL PRED page to increase or decrease the bingo fuel on the holding page. In holding, we were given an ECAM for an IDG 2 FAILURE. F/O will fly while the Captain runs the ECAM and pretends to talk to dispatch on the airphone. Run the Emergency checklist in the back of the QRH ... remember to TEST brief the backend. We diverted to JFK. 31s were in use. We choose 31L because it's longer. Note that there is a 10-7E for 31L and the missed approach procedures can screw you up if you don't pay careful attention to it. (Namely, you'll need to put 1000 in the box for the MA altitude, not 3000.)

After the LOFT, you'll take your break and come back for the RAD. Review the EGPWS and Windshear procedures. When you get the GPWS Caution terrain warning, feel free to start the escape maneuver. No need to wait for the actual PULL UP warning. TALPA ARC - we don't "duck under", but duck under. At 50 feet, pull the power and flare a little less than usual. Just get it down. Max crosswind landing is a non-event. Upset recovery - Nose high and in a big angle of bank. Don't roll wings level first. Slice the nose over and let the speed come back. Nose low. Chop the power and level the wings before pulling. It's all good training and low threat.

January 21, 2016

Day 1-- Identical to others; no need to prep
Day 2-- Spots identical to others. I was a bit confused when the "oral" would be, but it was not on day 2. Day 2 was just a bunch of spots, identical to the other gouges.
Day 3-- This was when the "oral" was, although it was just a discussion during the brief. Slides are identical to what's on aapilots.com.

For the sim, there are a total of 6 scenarios. He let us choose. We chose option 3, which was BOS-DCA. Only release issue...and it was a typo, not a "gotcha"... was in the header it had IAD as the alternate yet in the fuel section it showed BWI as the alternate. Not a trap, just a typo. No issues with engine start. Runway change from 15R to 22L on taxi out. Do NOTHING while crossing a runway except looking out the window. Logan 9 departure. During climb, we got an AUTO FLT RUD LIM ECAM (or something like that). Nothing to do...just an advisory. Sent an early alert; that's it. We were waiting the whole time but nothing else happened. We were GSx2 into DCA which got us behind on our RNAV RNP brief, approach brief. We were late doing the descent/approach checklist. We asked for 250 knots in the descent to get extra time. He liked that. Nothing else happened. No TCAS, no big ECAM. We were on final RNAV RNP 1 in DCA; approx. 1500' and had to do a go around (equipment on the runway). This surprised us but it was one of the spots from Day 2 so it went fairly well. Make sure you go to TOGA, wait, and then back to Climb. Go two detente, not one! Keep it in NAV so you don't fly over Obama. There's a 185 knot restriction and a level off at 2100'. It happens quickly but just keep focus on the FMA. On the downwind, he offered us the ILS 1 which we gladly accepted. PM briefed the approach, re-run the descent approach checklist, ask for extended downwind if needed, shot the approach and landed. That was it for the Loft portion.

After the break, you do the RAD portion. Just more maneuvers, spots, etc. This is definitely training. Identical to other gouges.

It seemed like the 2 sim days were busier than years past, but the environment was more relaxed. SOP's are essential. Good luck!

November 25, 2015

Day one was a day in ground school. This is a non-event. No study or prep is required. No testing. It is just information, and it doesn't relate much to what you will be doing in the sim during the following two days.

Day two was RTS. This was a day of spots, and it was quite busy. The four-hour sim session was completely used up, but we did have a rather long break after the first two hours. One needs to study this material ahead of time to get the most out of the session, and to be recommended for the evaluation and more maneuvers during the following day. The major error made was the rejected takeoff with an evacuation. The check airman asked if we wanted to brief it first. My flying partner didn't want to, and so we did the maneuver cold, and messed it up completely. This was a bit of a set-up, actually, as we were at the tail end of the four hour session, and we were all fatigued. After the briefing by the check airman, it went perfectly. This was discussed the following day, during the brief for the RLE evaluation. It seems that the Evacuation checklist in the QRH is incorrect, and that check airman told us that that we were not to say "This is the Captain. Remain seated, remain seated, remain seated" if we are intending to evacuate the aircraft. Perhaps the Evacuation checklist will be updated and changed? The RTS check airman was very instructional and ran a nicely-paced simulator session. We learned a great deal. We were quickly debriefed, and then went to the security portion of the training, which is just a few videos and some discussion.

Day three was RLE and RAD. We had a senior check airman observing a junior check airman who was doing the briefing and running the sim. This worked out well. The briefing, and the few oral questions, were all verbatim from the aapilots.com website, and it was a good prep session for the simulator session. The check airman running the session made it clear that they wanted participation from us. It should be noted that for training and checking, we are able to use the LAA portions of the procedures. This means that you will likely see an RNAV(RNP) approach. Consider reviewing the OD pages of the QRH so that you don't stumble through this during the sim sessions!

RLE is was a LOFT session. We flew the BOS-DCA leg. (You can review the releases ahead of time on the iPad, but I didn't bother.)
We pushed from gate 8 in BOS. I failed to flash the taxi light prior to commencing the taxi, and this got reviewed during the debrief. There was some confusion, due me not having a headset that worked correctly. (It wasn't plugged in...) Make sure the headset works during your cockpit prep. I just assumed it did. Wrong! This small error upset my chi for a few seconds, but we quickly recovered. (Just like flying a line trip!) No start abnormalities. We started both engines for the anticipated short taxi. Taxi to spot seven, but you will see spot six first. No problem. I don't remember the runway we taxied to, but it changed, and we had to back taxi on runway 32, and hold short of Juliet. Communicate! Do not cross any runway without explicit clearance from ATC! Eventually, we departed on 22L. TCAS the way to DCA. Direct to NEWES intersection. We briefed the RNAV(RNP) RNY 1 in DCA. An ELAC failure prevented us from flying this approach. We did the ILS to 1 instead. Land, taxi to the gate. No problems. Review the OD pages regarding required equipment for doing an RNAV approach! Review the approach set-up pages as well. LAA operations! Captain was PF for the leg, but after the non-normal, (ELAC failure) the F/O became the PF. There was no need to do another transfer of control, so I briefed the ILS for the F/O, and he flew the approach. Both check airmen seemed to like this method. So, the Captain did the takeoff, and the F/O did the landing. This worked out very nicely.

We had a short break, and then did the RAD legs. These take up the rest of the session. Review the windshear and EGPWS procedures so that you can get the most out of the session.

The debrief was short. The new check airman did a nice job with that as well.

A couple of additional items:
1. The check airman on day one did tell us that the training/checking people are no longer "babysitting." We really need to come to training prepared and ready.
2. Take a very good look at the QRH OD pages, especially the RNAV approach pages on OD 9-11. These are not well-written, and everyone wants them to be changed and updated. Of special note below the RNAV Approach Decision Tree is note 1: We can use the published MDA if the runway is served by a VASI or PAPI. This note is also displayed on the bottom of OD 10.

November 5, 2015

Thanks to all who have posted, it made a huge difference as usual to "see it all" before we arrive. So what can be added? Coach Lou Hotlz's "5 P's ..." - Prior Planning Prevents Poor Performance! Everything you will see for the entire 3 days is posted on AAPilots.com training site. Everything. No surprises that way. As previously posted it's all been reviewed on Airbusdriver.net. Again no surprises.

Day 1 GS-ATS ... BEWARE the CLT sim building parking lot is closed, arrive 15 mins earlier to park further away and be Limmo'd in.....bring a lunch if you can... there is only 15 minutes allowed unless the class asks a lot of questions, or comments about what they don't like about all the changes, it eats away at your short amount of time available this day...

Day 2, SOP's SOP's SOP's ... did I say SOP's? It's easier for you AND your sim partner that way which makes it better for YOU ... just saying. Exactly as posted. Even the "non oral" is on the .pdf's, verbatim. Again no surprises. There is time built in to redo items. Review the Jepp's for each airport in advance. JFK, DCA, BOS, LAX, RNO, you can leave them on your iPad ready ... Know your W/S TOGA calls, TCAS calls, CATIII calls etc. "Security / Bob whacking" training is 1 hour either before or after your sim depending on your A,B,C,D period.

Day 3, SOP's SOP's SOP's ... did I say SOP's? We had DCA - BOS , again ... as posted. Setup and briefed the Rwy 01/National dept. Upon taxi out new ATIS and RWY 19. Wx was 1/2sm ... so now you need a TO-ALT because the LDA 19 needs 2sm vis to return. IDG-1 fail at cruise just prior to entering holding ... blah blah blah as posted. Declare the emergency (1 GEN due to MEL of APU inop), I chose JFK 31L. Dispatch concurred. Allow FA's 20 min to prep for landing (stay in the Holding Pattern as long as you need). Don't forget the Emergency Landing Checklist in the back of the QRH as a catch all before you make the approach, everything you need to remember to do is listed there. Take your time you have 2 good engines, plenty of fuel and all flight control's ... after landing and clearing the runway. Captain's PA remain seated x3. (Break time)

RAD maneuvers were as posted and briefed. Know your W/S TOGA calls and EGWPS escape calls. RNO is surrounded by cumulogranite.

All in all the 3 day training was just that, training, and good review. Only 1 LOFT leg now so you're not just sitting there waiting/wondering. Again ... SOP's SOP's SOP's ... did I say SOP's? Have fun, I did. Now I have 2 weeks worth of USA Today's to catch up on on my next trip ...

September 5, 2015

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

Our LOFT was BOS -DCA. SE taxi, RWY change, ships in channel. TCAS event on departure while level at 5,000'. FWC ECAM (Crew Awareness item). ELAC1 ECAM kills the RNAV into DC which was gonna be marginal anyway due to MDA vs reported ceiling. The F/O flew the leg due to our expectation of ECAM's. After breaking out on the ILS in DC, the transition to visual flight got a little bobbled, so we executed a missed approach. (Was praised for that decision during debrief.) During the pattern for the 2nd approach, I considered just making a CAT II for an autoland, just to take the pressure off. We didn't because it was a fairly close pattern, didn't know how that idea would be received by ATC, aka the check airman, and I'd need to move thru the brief pretty quickly. Turns out, in debrief, Chk Airman thought it was an OK idea.

Crosswind landing was totally anti-climactic. Smoothest 29 kts you'll ever fly thru. Just remember that as the airplane slows on the RWY, the flight controls become less effective, and control deflection should be increased. Just letting go 'cause you're on the ground is the recipe for ground handling issues.

August 29, 2015

A320 Continuing Qualification (CQ) Training Guide:
1. iPad: eLibrarian, Qualifications & Training, A320 CQ Training Guide (recent)
2. AApilots.com, click on A320 Training Guide CQ.

Security Training: On Day 2 of CQ you will attend a one-hour security class either before or after RTS. It is very important to attend Security Training before or after your Day 2 session or your CQ training will be incomplete. Security training is now conducted on Day 2 to prevent an additional day of training pay (for commuting) for pilots not based in CLT, DFW, or PHX per the JCBA travel requirements.

ECAM Trainer: The ECAM Trainer is available on Wings in the Distance Learning Section. Click on Reference Material and Aircraft Misc to find the ECAM Trainer link.

Instructor PowerPoint Presentations used in CQ training:
1. Day 2 - A320 Recurrent Training Simulator (RTS) Briefing PowerPoint Presentation from AA pilots.com (click on Training & Quals, Training Home, Training Information, A320 Recurrent Training, which is used by the Check Airman for your briefing).
2. Day 3 - A320 Recurrent Training (R9) PowerPoint Presentation from AA pilots.com (click on Training & Quals, Training Home, Training Information, A320 Recurrent Training, which is used by the Check Airman for your briefing).

Note: There is no 100 question bank used for an Oral Examination. The Day 2 and Day 3 PowerPoint presentations from the links above have oral questions in yellow. These questions are asked to the pilots during the briefing and the answers serve as your Oral Examination Q&A to meet the FAA's requirement.

Non-Normal Methodology: The Non-Normal Methodology (OM page 9-6 in your iPad) is an emphasis item and needs to be memorized verbatim to be executed correctly. There is a new procedure added to step 2.

Non-Normal Methodology Procedure:

1. PF - Maintain Aircraft Control
2. Identify the Non Normal
PM - Cancels the Warning or Caution, if applicable
Note (New Procedure): Prior to taking any further action, the PM should review the overhead panel and/or associated system page to check that the system indications are not in conflict with the ECAM warning or caution. If it is not immediately obvious which procedure to use, additional analysis may be necessary. The captain will determine which procedure is appropriate.
3. PM - Determine if Immediate Action or ECAM Exception
4. PM - Accomplish Immediate Action Items (not the ECAM Exception), if applicable
5. Captain - Assigns PF
6. Accomplish Non Normal Procedure (ECAM Action or ECAM Exception)
7. Accomplish ECAM Follow Up Procedures, if applicable (Cautions & Warnings Requiring QRH Follow-Up, ECAM Advisory Conditions and Recommended Actions, Non Normal Supplemental Manual)

Day 1 - Ground Training: Aircraft Systems Training (3:15 hours), Flight Manual Review (0:45 hours), and Human Factors training with A check Airman and FCTI (1;30 hours).

Day 2 - Recurrent Training Simulator (RTS): The Recurrent Training Simulator (RTS) training is a maneuver based session during both the R9 and R18 recurrent training periods. The RTS briefing period is intended to review the profiles and procedures necessary to successfully complete an RLE or RVA (see below). The RTS for both the R9 and R18 are identical and interchangeable. These required maneuvers include the same First Look, Mandatory, and Fleet Specific Variable required maneuvers for the current training cycle. Performance must be to the Qual Standards proficiency before you will continue on to the R9 or R18. During the RTS, each pilot will fly all First Look and RTS Fixed Maneuvers applicable to duty position as Pilot Flying. First Look Maneuvers will not be briefed prior to the pilot's first attempt in the simulator. The CAT III approach and landing maneuvers required for recertification (Landing and Missed Approach from lowest approach authorized) will be demonstrated during the RTS period. This session originates and terminates at New York (KJFK). Training emphasis is on normal and non-normal procedures.

Spot 1 (Captain PF): Takeoff Low Visibility, Holding, CAT III Approach KJFK 22L, Go-Around, CAT III ILS Approach, Autoland (KJFK). Captain low visibility takeoff - minimums are 500 RVR. Use IMM EXIT to leave the holding pattern, arm the approach, and select the second A/P. First Look Go-Around is caused by Red Autoland Light annunciating sometime after Land Green is annunciated on the FMA. Second look is a successful autoland. Land straight ahead, stop the aircraft, and then set the Park Brake.

Spot 2 (F/O PF): Takeoff Low Visibility, TCAS, Holding, VOR 22L KJFK, Go-Around. F/O low visibility takeoff - minimums 1600 RVR. TCAS RA was a level RA with green straight and level flight. With a level RA you must command and execute, "A/P Off, FDs Off" and then fly level flight. For the approach use the RNAV Approach Decision Tree (OD page 9) for not only a RNAV approach, but for a RNP, VOR, or NDB approach too to determine your minimums and required equipment for a RNAV approach. Use the QRH OD Managed Non-ILS Approaches to brief VOR F/O's approach (OD10-11). The NPA was flown to a Go-Around due to no visual contact with the runway.

Spot 3 (Captain PF): Takeoff, TCAS, RNAV (RNP) Z approach KJFK 22L, Missed Approach from RF Leg. TCAS RA was a level RA with green straight and level flight. RNAV Approach Decision Tree (OD page 9) should be used for not only a RNAV (RNP) approach to determine your minimums and required equipment for a RNAV RNP approach, but to brief VOR and NDB approaches too. Use the QRH OD pages 10-11 to brief the Managed Non-ILS Approaches for the RNP approach. ATC directed Go-Around above 1,000 AFE on the RF leg. I executed a Soft Go-Around after MAN TO/GA and SRS was indicated. Make sure you stay in NAV while executing the MAP. There is no more Escape Procedure for the old SAAAR approach, which is now the RNAV RNP approach.

Spot 4 (F/O PF): Takeoff, TCAS, RNAV (RNP) Z approach KJFK 22L, Missed Approach from RF Leg. Same as Spot 3.

Spot 5 (Captain PF): Takeoff, KJFK LOC 22L, Crosswind Landing. Use the QRH OD page 12 to brief the Managed Non-ILS Approaches for the LOC approach. Use the FPV presentation per the OD page briefing, fly the approach, and land. I believe you should configure early shortly after passing ROSLY intersection to ensure you are configured, on speed, and stable prior to arriving at ZALPO intersection. Stabilized approaches are a mandate and they closely monitored by the AA/APA FOQA Gate Keepers. If you are unstable on this approach or any approach on the line without exception Go-Around.

Spot 6 (Captain PF): Engine Fire/Failure during second segment, KJFK 22L CAT I ILS Engine Failure - Automation Level 2, Crosswind Landing. Engine Fire shortly after V1. Remember new addition to Step 2 of the Non Normal Methodology.

Spot 7 (F/O PF): Engine Fire/Failure at V1, KJFK 22L, CAT I ILS Engine Failure - Automation Level 2, Crosswind Landing. Same scenario as Spot 6. F/O is designated the PM during the Non Normal Methodology and runs the ECAM procedure for proficiency and training requirements.

Spot 8 (Both PF): Captain High Altitude Stall, F/O Unreliable Airspeed (Immediate Action Item). Straight forward stall recovery. Pitch is primary and thrust is secondary. Below FL 200 and below max flap 1 speed you can extend flaps 1 during your stall recovery. Unreliable Speed Indication is an Immediate Action Item.

Spot 9 (Both PF): Captain Takeoff Stall, F/O Landing Stall. Straight forward. Pitch is primary and thrust secondary. Do not advance the thrust (TLs) to fast or you can create a secondary stall.

Spot 10 (Crew): Rejected Takeoff to an Evacuation. F/O takeoff. Engine Fire at approximately 90 KIAS. Pilot noticing the non-normal will state "Engine Fire." Captain states, "Reject, My Aircraft." F/O responds, "Your Aircraft" and becomes PM. Execute reject procedure. After the aircraft is stopped and Park Brake Set Captain makes a PA. Captain states, "This is the Captain, remain seated, remain seated, remain seated" (3 commands). PM begins Immediate Action item procedure for ENG (1 or 2) FIRE (On Ground). The fire does not go out and the procedure transitions to an Evacuation (QRH front cover). Time does not permit "Captain Evacuation Checklist complete. Time permitting, go to page 35" because the aircraft is on fire.

Day 3 - Recurrent Domestic Recurrent Line Evaluation (RLE) and Recurrent Maneuvers Validation (RVA): You will fly a one leg Line Operation Evaluation (LOE) from either DCA to BOS or BOS to DCA for the first simulator session before the break - see the A320 Continuing Qualification (CQ) Training Guide pages 13 through 32 for more information. After a break you will conduct the RVA for the second session - see the A320 CQ Training Guide page 17 for more information.

Day 3 LOE - Our LOE leg was from BOS to DCA.

- BOS Gate B10 for departure.
- Either pilot can be PF. We elected to have the Captain the PF.
- No MELs.
- No problems through push back and engine start.
- Must single engine taxi (Gen #2 no longer turned off).
- Taxi instruction was to taxi to RWY 15R via E and A.
- Received revised takeoff runway to 22L via E, A, N to hold short RWY 15R.
- Reload departure runway and performance data.
- Turn on exterior lights for runway crossings.
- Make sure the Taxi Checklist Below the Line Items are complete before crossing the hold short line for the active runway.
- Normal takeoff.
- Received FWS FWC 1 Fault - Execute Non Normal Procedure including verifying Non Normal on overhead panel/SD, checking Immediate Action Item and ECAM Exception Index, ECAM Procedure, and Accomplish ECAM Follow Up actions (ECAM message is located in A320 ECAM Non Normal Basic IAE or CFM and Enhanced (Pink or Orange Cover) under the Indicating/Recording section.
- Climb to FL 260. Monitor 121.5 and a RVSM check was not required because we were not above FL290.
- ATIS indicated the only approach in use at DCA was the RNAV RNP RWY 1. I incorrectly assumed we could fly this approach because we trained the approach with our IPad Charts/QRH OD pages on Day 2 and the LAA pilots are approved for RNP approaches during line operations, but LUS pilots/aircraft are not yet approved for RNAV RNP approaches (because our pre-merger LUS aircraft are not yet RNP certified) on the line or for the LOE. Nonetheless, I assumed this was a training event and I set up and briefed the RNAV Approach Decision Tree/Required Equipment (OD-9), RNAV RNP Approach (new change - brief "top of descent point/first published altitude constraint and landing performance"), Managed Non-ILS Approaches (OD-10-11), and then completed the Descent Approach Checklist. I did this even though LUS pilots are not yet authorized to execute an RNAV RNP because I assumed this was a training event, like in past years, because our Check Airman provided us with the ATIS listing the RNP approach was in use.
- Shortly after the Approach Briefing was complete we had an F/CTL ELAC 1 Fault. Complete the Non Normal Methodology. An important point is that the RNAV Approach Decision Tree Table prohibits a RNAV RNP approach with an ELAC failure. After receiving this ECAM message and completing the Non Normal Methodology we realized we could not shoot the RNP approach because two ELACs are required to execute a RNP approach.
- The moral of the story is if the ATIS indicates RNAV RNP approaches are in use request an ILS to RWY 1to a normal landing. We eventually did this because you cannot shoot an RNAV RNP without both ELACs operational, but we could have done a lot less work by treating the LOE as a line flight.
- After a successful landing from the ILS approach the LOE was complete and then we took a 15-minute break.

Day 3 Required Advanced Maneuver Training (RAD) Mandatory Maneuvers:

- Windshear Microburst: Captain a Takeoff Windshear Recovery LAX 25R and the F/O Approach Windhsear Recovery LAX ILS 25R.
- Upset Recovery: Both pilots conduct a high pitch and low pitch upset recovery.
- Optimum Profile Descent (OPD): Flown by the pilot who does not fly the LOE. OPD was flown to DFW and was the BRDJE 2 RNAV arrival. Aircraft is vectored off of the OPD for spacing. Make sure you obtain a new altitude from ATC. Then re-cleared to join the BRDJE 2 RNAV arrival.
- Proper Touchdown Point: Both pilots. Each pilots fly's the ILS DCA RWY 1 to a full stop landing -- must land within the first 1,000 feet.
- Rejected Landing: Then both pilots fly a second DCA ILS approach to RWY 1 and you intentionally land long past the Touchdown Zone. Execute a touch and go or Rejected Landing by executing a Go Around after touchdown. Call out "Go Around, TOGA", advance TLs to TOGA and call for "Go Around Flaps." Rotate and proceed northwest up the Potomac River. Complete the Go Around Procedure though the After Takeoff Checklist.
- Engine Failure/Loss of Thrust After Thrust Reduction Altitude/EOSID: KRNO RWYS 16L/R A319/A320/A321 Page 10-7E-1. Flown by the Captain.
- Flex Takeoff, Assumed Temp Not Set: Captain - Receive ECAM message, advance the TLs to TOGA, and then execute a normal takeoff. First Officer then executes a takeoff, but fails to advance the TLs when directed to do so by the ECAM. When audio command is received of "Reject" Captain states, "Reject, My Aircraft." Transfer aircraft control, execute a rejected takeoff, and complete the procedure up to "This is the Captain, remain seated, remain seated, remain seated."
- Max Demonstrated Crosswind Landing: Both pilots fly the LAX ILS 25L with wind 160 degrees at 29 knots. This is a handful and it's easy to be blown right of course.
- CFIT: SFO LDA 28R. Both pilots. Vectored off of course into the mountains. Execute GPWS Escape Maneuver.

Summary: The Day 1 RGS Aircraft Systems, Flight Manual, and Human Factors training was very good. The Human Factors training was conducted by a Check Airman and a FCTI. Day 2 Security training was excellent too. Both Check Airman for the Day 2 RTS and Day 3 R9 LOE/RAD simulator training were well prepared and diligent instructors. The Day 2 and Day 3 PowerPoint presentations on AApilots.com were identical to the ones used by the Check Airman in the briefing. This year's CQ (the T in CQT has been removed) and new format were at a slower pace than in year's past focusing on learning and training in a low stress environment. The entire CQ training was well presented with each instructor very helpful and dedicated to providing a quality experience.

August 24, 2015

Day 1-Academics. Starts promptly at 9:15 and runs to 3:30pm (we had a 10 minute break for "lunch", so there is essentially no lunch break-bring food!). The 3 hour system block is what they used to teach us in 5+ hours, so it comes at you super fast. Covered a lot of the "American Way" stuff (such as no more FLEX takeoffs, they are called Standard Thrust takeoffs). If you really want to study ahead so the class is more of a review, then look at the following subjects: FMA Speed Column, what does SRS really do, 3 levels of ECAM, ECAM non-normal methodology, protections, Undue Activation of Alpha Prot, Speed tape scale and definitions, EGPWS system, Windshear system. You do a 15 minute block on Emergency Equipment (demo'ed). The door training is demoed for you, and there is no raft/slide training. The FM PT I class was heavy on T/O mins, and approach requirements. By far, the Human Factors class was the most interesting: they will show you specifics of incidents/accidents, with sim re-enactments and computer modeling. All platform instructors were awesome. We did a one hour security block on day two (ours was after the sim); no flight attendants. Almost all threat level stuff is removed from the QRH now. You will cover the standard smattering of scenarios to solve. Bottom line on day one: you can walk in cold and do fine, but recommend a smidgen of prep just to make the day more worthwhile.

Day 2-RTS Maneuvers. We had a great CA both days-set the mood right off as "lets get the most out of this training day". SPOTs came in the exact order of the RTS Summary on this website (I actually printed it out and took it into the sim with me with notes, and that helped know what was coming next). Here's how ours went:
-Ground Evacuation. We aborted for an engine fire: don't be spring loaded to evacuate (follow SOPs and the QRH). As soon as we heard "fire" from tower, we evacuated the PAX right into the engines! Got to do that over.
-TCAS. Follow procedures! We went "autopilot-off, FDs-off, TOGA!" TOGA causes problems you can only imagine.
-LOC 22L JFK. Play with this in the jet-know how to select FPV and FPA on the FCU.

Day 3-R9 LOE. We had DCA-BOS. APU MEL'ed. Started both at gate. Runway change on taxi out. FAC 1 failure on departure. Take your time ("if you aren't on fire, out of gas, or someone is kicking your door down, then slow down!"). We were told to hold at NEWES, so we built the non-published pattern. At altitude, we figured out that we would not be able to fly the RNAV 33L into BOS, so we changed the approach to the ILS (this dumped our holding pattern). We both missed it, and were given an IDG 1 LOW OIL PR ECAM; while distracted, we overflew NEWES and never entered holding. Lost track of who was flying for a nano-second and got a "dual input" aural warning. Made matters worse by deselecting AP and attempting to hand fly the pattern while the other pilot rebuilt the pattern. After that debacle, diverted into JFK for an uneventful landing. R9 complete. Took a 10 minute break.

Day 3-RAD. Comes at you fast. Don't relax just because you just got told you did good on your LOE. This is how ours went:
-Windshear on takeoff. Make sure you know how to get out of TOGA LK (push the instinctive disconnect button, then re-engage with the FCU autothrust button). We got wrapped around the axle, and blasted thru the yobo-sphere after flying out of the WS. Use autopilot if available (it will eventually disconnect when you slow but use as long as you can).
-Windshear on approach. After you recover, switch to Go Around procedures. Don't get wrapped around the axle about not overspeeding anything-you are trying to not hit the ground! At one point the PF just reached around and raised the flaps-don't "just" do that (cardinal sin)!
-Spot landing. DCA RWY 01. Land in the first thousand feet. It is ok to get low to achieve this (three red one white PAPI). Went straight into ...
-Rejected landing; put nose down first, then "GO AROUND TOGA"; you'll get lots of bells and whistles due to Full Flaps (not a T/O setting)-silence the bells w/MC, "go around-flaps". Remember to rotate, get the AP on, and follow the river.
-Max crosswind landing. Once on the ground, go full stick forward to help with lateral control.
Overall, the sims are great training experiences-Sim 1 is a good pace. Sim 2 RAD is stuffed with a bunch of events. The only actual evaluated portion of training is the one-leg LOE at the start of sim 2.

If I were prepping for training, knowing what I know now, I would as a minimum:
-Familiarize myself with the CQT guide
-Read thru the two sim briefings on AAPilots.com (exact ones you'll see again). It is possible to load them onto the iPad (use Dropbox, then open them in iBooks)
-Know callouts, triggers, flows, memory items, and Non-normal methodology

Random thoughts. Bring the Non-Normal Landing Distance Procedures Worksheet (you'll work the one from the slideshow as an exercise in the brief; during the actual sim, you can use either the Spurlock Land App, or the landing distance ACARS printout). If you completely dork an item during the LOE, you are allowed to repeat it once. If you are trying to use SOPs, checklists, and procedures, you are doing great. If you don't crash, kill people, or run out of gas during the LOE, you probably did just fine. Add "Active Pilot Monitoring" to your bag of tricks when debriefing via the ABCs verbiage.

August 17, 2015

R-9 LOE or whatever they call it....it exactly as everyone else said. BOS DCA
change rwy from 15R to 22L. TCAS on climbout. Minor ecam FWS or something like that. Holding for a/c disabled on rwy in DCA. Be sure to notify ATC of Bingo fuel. Use HOLD page and it tells you what that fuel is. Back it up with rough calculations. Couldn't get a/c off the runway, so we diverted to IAD. Talked to dispatch on *872 phone. RNAV 1R in IAD.

Here are some tips that made our job easier.

On reactive windshear recovery, they like to see you just use go-around callouts. May be a little redundant, but everything will be cleaned up in proper order.

When shooting any approach. If getting vectors, use that NO STAR, NO VIA function on FLT PLAN when loading the appch. It'll save you if you go around so there won't be some fix out there that the box will try to go to on the missed. I don't really understand it, but just do it.

The brick is only accurate inside the "FAF".

Don't rush anything, especially go-arounds. I always do "slow arounds" anyway. Takes a while for engines to spool up to TOGA, so if you're the PM, don't let PF rush you by asking, "TOGA SET??"

ND ... the descent arrow "hockey stick"... if it's white that's not a good thing. Blue or magenta is good because that means in managed descent, the FMGC will honor it ... something like that.

When shooting tons of appchs on sim day 1, don't forget to run descent apppch checklist and always activate/confirm.

If you get an engine fire v1 cut, after completing the fire ecam, there will be the yellow engine fail ecam (also underlined) You must start the WHOLE ecam stuff again. i.e. ... "engine 1 fail ... it is not an immediate action, it is not an ecam exception, blah, blah, blah"

S/E ILS....exactly 5 units of rudder trim works perfectly. Our instructor was really funny and helpful.

TCAS seems so easy and we've done a million of them. This time I didn't pull up aggressively enough into the green and had to do it over. Don't have to be smooth at all ... duh. stupid me.

Nose high/nose low. Sim is VERY touchy. On nose high, just barely touch the stick and help it to the horizon ... opposite sky pointer. Then level the wings. Nose low ... opposite of nose high. In nose low you roll to the sky pointer first, then pull up.

They really stress that anyone can call go around, even after touchdown and spoilers extended. The only time you can't call go around is after the reversers start to deploy.

Those approach legality blue pages in the QRH are a pain, but our instructor said all that CAT III A/B/C stuff doesn't matter anymore when looking at the Jepps. Just go to the Jepps, find the lowest RVR (example 600), then go to the blue pages and find the 600 for your desired approach and read across.

Sim day 2. All that non normal landing distance calculations ... pain in the neck. Your instructor will work through it with you. So much easier to use the iPad app.

That's all I can remember. Big thing is don't rush. I never do anyway, and I think my sim partner thought I was brain dead. As always, they're huge on SOPs, verbatim callouts, and exact ecam protocol.

One more thing, we were told that if we ever drag a tail, especially in a 321 on a nice, long runway, and they see we used full flaps .... you'll be doing a lot of explaining. You'd better have a good reason. Our instructor told us this as a warning (and he was a really funny guy, not a Kool-Aid drinker).

August 13, 2015

Sim Day 1 - RTS: Spots as noted from previous notes. We had Sim#4, IAE engines. Some glitches with the sim. Sim profiles are new to the Check Airman too and they had difficulty getting the right spots loaded at times. However, the emphasis is on training as noted by others here and is a good learning experience.

Sim Day 2 - R-9: Questions come right off the slides that are used for the briefing and available for you to review from the course outlines at Wings. My RLE was BOS-DCA. Check Airman said to consider ourselves LAA for the purpose of flight and aircraft RNP certified. No MEL. Runway change from 15R to 22L during taxi out. Don't forget to ask about ship monitoring system. ECAM at cruise was RUD TRVL LIM SYS. Did the ECAM via SOP then checked weather and approach capability at DCA as well as landing distance using the special chart. Landing distance was about 6100ft using chart (AUTO Brk MED or Max Man braking) and 6600 ft using the A-320 LAND App on slippery when wet runway. Simulated a call to dispatch to discuss whether to divert to IAD or continue to DCA. Dispatch really wanted us to go to DCA. Updated weather (600/2 I think) and NOTAMS now showed ILS out to RW01 so RNAV RNP approach briefed (LUS still not allowed to do these). While in APP NAV I noticed a discrepancy between our Radio Altitude and our Baro Altitude of 500' while over the river, remarked that can't be right so we got an updated altimeter. Check airman accidentally loaded wrong altimeter of 30.13 vs 29.70 so gave us a go around which worked out fine. Vectored back around for the RNAV approach again, saw the runway early enough to dip slightly below the PAPI (check airman recommended 3 reds and a white in last portion) and touched down firmly in first 1200' of runway and stopped with plenty of rwy remaining.

Sim Day 2 - RAD: Lots of SPOTS to do. Sim seemed way too touchy on the upset training. Tried to do the EOSID out of RENO but the sim would not track the SID properly at the weight and temperature as loaded so ended up hand flying the turn back to the airport. No one could figure out why it would not perform as planned, not really confidence inspiring. Survived the max crosswind landing but not confidence inspiring either. Rejected landing is eye opening since red ECAM warning and bells go off once you go to TOGA on the rwy. Most everything else already covered by other notes here.

August 13, 2015

Day 1 TGS - Starts at 9:15, done at 3:30. Starts with systems review which is very rushed. The emphasis is on presenting the material and staying on schedule. No real time for Q&A. The instructors don't seem to like the new way of doing things.

Day 2 - Spots, all at JFK. Identical to what others have posted. Pretty much no different than the CMO day we are all used to. Its a training day. There questions you'll be asked are on the RTS slide show on AAPilots.

Day 3 - Loft/RAD. DCA-BOS. APU MEL'd. They let us start both at the gate. Pushed back for runway 1, runway change to 19. Data for both runways are on the TPS, numbers were identical. You now need a t/o alternate departing south so call dispatch. Shortly after takeoff, we got an AIR ENG 1 BLEED FAULT (it's an ECAM exception). Then enroute given a hold. Told to hold on a radial off a fix. It wasn't a published hold so remember to enter the reciprocal as your inbound leg on the hold page. In the hold we got an ELEC IDG LOW OIL PR. Had to shut one IDG off. Remember its a confirm item. At the point we declared an emergency as we are now single generator. We happen to be close to JFK so we diverted there. Runway was our choice 31L or 31R, I chose ILS 31L because its longer. Uneventful approach and landing, done. After that you do the RAD which is just more training spots.

Overall the whole thing wasn't much different than what we are used to. One difference that has already been mentioned is that you'll have different instructors for your sim days. In my situation, I wasn't paired up with a Captain so I had a seat fill, which was also a different each day. As a paired crew I believe you can pick who flys the LOFT leg. If you have a seat fill, you will be the PF. Also, if you're an FO, they seem to want you be active in the decision making process. Don't just sit there and wait for the Captain to tell you what needs to be done.

July 28, 2015

Day 1: Systems, including emergency equipment, was covered. It was a good review by quality people but, the sense was, they were rushed. There is no longer the need for everyone in class to demonstrate the use of emergency equipment. Minimums for T/O and Landing were covered after lunch, followed by an excellent presentation on Human Factors. Much better than staying until 1800 on the first day.

Day 2: The brief was exactly as described on the AAPilots.com website under Recurrent Training Simulator (RTS.) The questions were verbatim and the slides were exactly as contained in the guide.

Spot one was a (Capt) low vis T/O (500/500/500) out to a holding pattern, at the outer marker, as we set-up for the CAT III to 22L. After we set-up and briefed the approach, the instructor cleared us for the CAT III. Remember to IMM EXIT the hold and arm the approach. The approach ended with a go-around and the published missed approach procedure. We were then vectored for another CAT III that resulted in a successful auto land.

Spot two was a (F/O) low vis T/O followed by a TCAS. Remember, A/P and F/D off, even if no climb or descent guidance. This was followed by a holding pattern and a clearance, from the hold, for the VOR approach. The approach ended with a go-around, due to no contact. We were then placed outside the FAF for another F/O VOR to a successful landing.

Spot three was a (Capt) normal T/O out to vectors for an (RNP) Z to a go-around. The go-around occurred on the RF leg but, the instructions were; go-around for equipment on the runway and fly a heading of 180 and climb to 3,000'. With that in mind, it was a normal go-around.

Spot four was a reposition for the F/O to fly the (RNP) Z to a landing.

Spot five was a (Capt) normal T/O, with vectors to a LOC approach and landing, to 22L with a crosswind. (Always be ready, as the PM, to make the '100 above' and 'minimums' calls, on all these approaches. Sometimes the AC will fail to generate calls)

10 Minute Break

Spot six was a (Capt) Engine Fire at V1. Grab about 8 seconds of trim and It will be time to call for A/P on. At that time, it is best to select and call TOGA. Remember, the F/O will check to see if item is Exception or Immediate Action which, it is not. Capt. designates F/O to fly and talk. PM calls ECAM action. ECAM is performed by 8 step process. Next is a single engine hand flown CAT I ILS to a landing. Ask PM to select 5 units of trim, after the A/P is disconnected. Consider stopping straight ahead on the runway, as the fire department assesses the situation.

Spot seven is the same scenario but, flown by the F/O. For training purposes, the F/O performs the ECAM procedure. Again, consider stopping straight ahead.

Spot eight was a reposition altitude. The Capt performed a high altitude clean stall followed by the F/O having an unreliable airspeed. This scenario is over at a point in the checklist, of the instructor's choosing.

Spot nine was a Capt T/O stall followed by an F/O low altitude stall.

Spot ten was a rejected T/O due to engine fire. The fire could not be extinguished so, an evacuation follows. The Capt coordinates with ground, the fire department and the F/A's to gather info on the situation. Since Engine Fire on the Ground is an Immediate Action, the F/O, without guidance, performs the procedure. When it becomes clear the fire is not going to extinguish, Capt calls for Emergency Evacuation checklist.

You will have to complete an hour of security training, either before or after your sim session. A very good day for learning. It is not a rushed environment.

Day 3: The brief was exactly as described on the AAPilots.com website under A320 Recurrent Training (R9.) The questions were verbatim and the slides were exactly as contained in the guide.

LOE: DCA-BOS MEL 49-1. Weather dictated we get a T/O alternate. Remember to brief Special Airport procedures. External Air Start was accomplished using Supplemental Normal. Both engines were started at the gate. Normal pushback but, when we called for taxi, ground changed our departure runway from 1 to 19. We just maintained our position as we changed the runway and verified the departure. Taxi instructions were to taxi Rwy 19, hold short of Rwy 15. Remember, clear L, clear R. Use lights when cleared to cross runway. Normal T/O and climb with an ECAM for FAC1 Fault. Accomplished ECAM, which is fairly simple. We did check the Required Equipment for RNAV approaches and discovered we would be unable to accomplish an RNAV approach with a FAC inop. Enroute hold was issued but advised it would only be for a couple turns. After being cleared out of the hold, we received an ECAM for #1 IDG Oil Low Press. Accomplishing this ECAM resulted in a one generator operation. The checklist directs us to land at the nearest suitable airport. After checking with dispatch via the air cell, it was decided that JFK was our best choice. Keep everybody in the loop; ATC, Company, F/A and Pax. Without rushing, we were vectored for an uneventful ILS to runway 31L.

Spots were all demonstration and learning. That's it. It's a new era in training and I think it is a great improvement.

July 27, 2015

DCA to BOS - APU Out - Manual Start at gate. Short taxi-out at DCA planned to RWY 1 with change to RWY 19, Wx drops on taxi-out get Takeoff Alternate. FWS FWC 1 FAULT passing 10k on climbout. IDG Failure over JFK. Divert to JFK (1000 ovc 3 miles). Uneventful approach to JFK. Very busy profile with non-standard ops plus issues handle. Never a dull moment. Keep focused on SOPs, go slow don't rush. New scenario seems designed to test your ability cope with nonstandard ops plus emergency procedures and and test your Red/Yellow/Green management skills. It is clearly a CRM exercise in getting guys to handle their threat level and Stress levels. My thought is handle the non standard ops very slowly and carefully, in order to maintain a clear head for EP's. Stay in the Green for those issues. If you rush through the non-standard ops then the EPs will push your brain clearly into the RED. Fight to stay in the Green, don't let yourself get rushed.

July 24, 2015

Let me just give a quick narrative on how it looks like training shakes out this year and then a few comments on the 2 sim days that may help.

You will have a different instructor for the 2 sim days. The instructors have been told to try to make training a learning experience that we don't dread every time. The first day is all training and you will have time to tune-up anything that you need work on. The instructor's sheet only has places for SAT and "needs extra training" not a square for UNSAT like before. In their effort to be "kindler and gentler," they do not want a stigma for extra training but rather a "process" to go through to tune you up should you need it. (which you won't) Your only real evaluation is the LOE single leg on sim day 2. The advanced training after the LOE is really just for demonstration and to help you improve your skill set. It appears that you are not graded and you will not be debriefed on any of the RAD manuevers.

Sim day 1: Spot 3: On the RNAV RNP I actually went missed approach at 1400' in between SOGOE and HESOR. I did a soft go around (TOGA and then right back to climb after checking SRS on FMA) and brought the flaps right away to go-around flaps. I was told when established on that final straight in segment that speed doesn't matter since you are not on an arc anymore so bringing the flaps to go-around flaps is correct. Climb to 3000 and clean up and that's it.
Spot 5: When you do the LOC 22L make sure you get the gear down and flaps 3 along with the open descent right after crossing ROSLY. If you wait until 3 miles from the FAF for gear and 2 miles for Flaps 3, you will be high. It will work perfectly if you configure early.
Spot 6: I got a V1 cut not the second segment Engine Failure as the guide says. Be ready.
Spot 8: Unreliable Speed: This is pretty simple if you just follow the immediate action items checklist and then go to page 72. Don't miss item 9 to look at your GPS Altitude. Then set the pitch/power settings for your A/C. Item 11 on the procedure is PROBE/WINDOW HEAT...ON. This fixed our problem and it was over.

Sim Day 2: I had the DCA-BOS leg, APU inop. Don't change anything on the scenario. For instance if you add more fuel, you will get an extra failure. If you 2 engine taxi, you will get a delay forcing you to shut one down. Just play the game. I had to do an external start and then had to do a crossbleed start out in the run-up area because I wasn't allowed to start 2 at the gate. In flight, I got the FWS SDAC 1 fault. This does not have a computer reset. Don't get it mixed up with just a FWC failure. FYI: also on those computer reset pages, the first ones are LAA and then the LUS starts on page 104. Nothing to do but send an ACARS. I expected something to happen causing me to divert but instead I got an AUTO FLT A/THR OFF. You will move the thrust lever to match the TLA to stop the dinging. There is a yellow pages follow up which says you might get the Auto thrust back by switching Autopilots but we did not. In the meantime, the ILS went down in BOS and they were now shooting the RNAV GPS 33L. I called the Dispatcher and consulted with maintenance but no way to fix it. The dispatcher agreed that the WX was good enough for an RNAV and that also we did not need the autothrust for an RNAV approach. I told ATC that we did not want the complicated descend VIA because of an equipment loss. They just gave us descents to altitudes. We shot the RNAV 33L with no autothrust to a full stop and we were done.

The RAD is long and you will be tired but as I said it is only for practice. There seems to be some leeway for the instructors on how they conduct the RAD but the previous comments were all correct. On the EOSID, I expected the engine failure after putting on the A/P but instead got a V1 cut. After my perfect one the day before, this one was crappy. My bad for not getting mentally prepared. I thought I would have to do it over, but I didn't. Part of the new program. My X-wind landing was also terrible (they want you to try and land and it is a very rough ride) but again, no do over. The debrief is just the standard LOE debrief of the past and that was it. Good for 9 months.

The most important things you can do to prepare is go over the slide shows on wings or AApilot.com, know your SOPs, verbatim callouts and procedures for the approaches and V1 cut and climbout. Good luck!

July 23, 2015

Day one: Training was as published in the outlines, well done by instructors
Day two: The spots were also as published, study the guides in Wings Training and or AA training. On the TCAS event, if leaving your altitude, the altitude alert may be silenced by pressing the Master Warning button on glare shield or the Emer Cx on the ecam. Managed approaches, to begin the approach, if at altitude of initial fix, once cleared for the approach, set FAF crossing altitude push managed and App pb. The autopilot will not start down until a lower altitude is set, the autopilot will start down honoring the altitude constraints as long as you are in managed.
Day three: Arrival to DCA, check atis, shows wet, slippery when wet, ECAM notes that with that condition use 3 for braking condition, then use charts on DCA to locate the max weight for your a/c, it comes up with appox 6000, with no mel's or inop systems. Instructors for day 2 and 3, most helpful and made it an excellent training event.

July 19, 2015

For the most part, all of the previous comments cover what happened to us, so I'm going to limit my comments to the day #3 RLE (loft) scenario, because it was a good bit different than any of the others posted here so far.

Our leg was DCA-BOS, weather 500 and 1, departing north. The APU was MEL'd, so we had to do an external air start. We did the checklist in the Supplemental Normals (Chapter 4 of the OM) read-and-do, and they were nice enough to let us start both engines at the gate. After push when we called for taxi there was a runway change to 19. Since it was a short taxi, we asked ground if we could just hold our position while we plugged in the new numbers. Also, with the 1-mile visibility and a south operation, we had to ask dispatch for a takeoff alternate.

After takeoff level at 5000' we had the obligatory TCAS warning. Our's was a fairly aggressive descending RA that drove us down a couple thousand feet before we got the "clear of conflict" aural. Next, out of about 15,000' we got an ECAM - FWS SDAC 1 FAULT. Don't forget, even if an ECAM has no steps, you still have to go through the drill and check to see if it's an Exception or Immediate Action, transfer control, then clear ECAM, clear STS, check for a follow-up, and then get into the Non-Normal Supplemental Manual. I had to use the search function of the I-Pad to find this ECAM in the supplemental manual. It's under Indicating and Recording, and is just a "crew awareness" ECAM. Then up to cruise at FL270, so no need for a RVSM altimeter check.

At this point, I was really expecting that something would happen that would cause us to have to divert into JFK, our alternate, but no. Got the BOS ATIS - weather 500 and 1/2, winds out of the NE, expect ILS or RNAV 33L, runway 04R closed. We validated the ROBUC1 arrival and I briefed the ILS 33L, but (surprise, surprise) when we got on approach we were told that the ILS was out, expect the RNAV GPS 33L (which is good down to 2400 RVR). I briefed using the RNAV Approach Decision Tree and Managed Non-ILS Approach pages in the QRH (OD9-OD11) and the approach plate. We flew the approach but nothing in sight at minimums, so we did the published missed. Then the weather went down to RVR 600, 600, 600 on 33L, with the ILS back in service. Checked the minimums and required equipment tables and briefed using the Category III Autoland Approach guide in the QRH (OD5-OD8). Did an uneventful autoland, cleared the runway, and that was it.

July 12, 2015

Sim Day 1:
Spot 2: TCAS Monitor Vertical Speed - AP off, FD off even for monitor vert. speed.
Spot 3: Missed approach from RNAV RF leg. CAT D speeds. Perform Soft Go-around. Delay flap retraction till MAP (which is 1.1 DME from runway) set Selected Speed to not exceed 165kt. Per note on OD -10 LAA labeled note that references OD-4 for aircraft category speeds.
Spot 6/7: Both got V1 cuts vs syllabus that had 1 V1 cut and 1 V2 cut. Once airborne start trimming asap for approx 10 seconds then AP-ON. At 400' HDG then if you remember TOGA. Have PM call out your EO level off Altitude, continue rest of procedure.
On the return approach once you turn off AP at the FAF, have PM input 5 units of rudder trim for you. This trims the aircraft up nicely.

Sim Day 2: RLE BOS-DCA
Parked B10. Normal taxi to 15R. Half way out runway change to 22L. Change runway then input TPS. RWY 22L is on printed TPS. Taxi A N short of 15R. While short of 15R ATC gives clearance to cross 15L. Had to clarifiy 3 times to get ATC to give correct clearance. Finally got clearance to cross 15R then 15L. Also note once on N you still have to hold short of 22R. Don't forget RVSM check in cruise. At cruise "AUTO FLT RUD TRV LIM 1 - Perform ECAM all the way to Non-normal Supplemental Manual. While on the phone with dispatch "BRAKES A/SKID N/WS OFF". Apply landing performance via IPAD only for BRAKES as the AUTO FLT RUD has no landing penalty. Diverted to IAD ILS 1R. On landing use Reverse Thrust all the way to a stop. Have PM call out brake pressure (you are limited to 1000 PSI).

Spot 3 - Optimum Descent Profile. At FL350 cleared to descent via arrival to 11000. Gave us a turn off, we requested a revised altitude and given FL290. Then given a heading to rejoin the arrival and descend via. So we had to use 3/1 glide ratio to determine if we were going to make the first crossing restriction because our Vert guidance wasn't there since we were in HDG mode with NAV armed.

SPOT 4 KJAC - 4 approaches. High altitude and short runway. Touch down before 1300' or go-around.
2 approaches to landing (1 flaps full, 1 flaps 3) ILS
2 approaches to Go-around after touching down (1 flaps full, 1 flaps 3) Visual
On go-around delay flap retraction till climbing with enough speed and altitude, with this short runway. Long runway CKA advised you could retract flaps while still on the runway in TOGA.

Spot 6: EO SID KRNO 16R
Supposed to be V2 cut, we got a V1 cut. For whatever reason we didn't get the EO SID to auto pop up. Flew the SID on AP HDG and OP CLB. Set speed of Vref+10 at ZEFFR in MCDU. Ours was 153kts. Wait till 5400' AND HDG 325 to start cleaning up. We were IMC so we continued on the 007 HDG

Spot 8: Max crosswind landning. CKA added more turbulance. It will take ALOT to rudder to maintain centerline. Think similar to V1 cut. My technique - wait till last 10 feet to change from crab to rudder input, then keep it in (and maybe more) or you will veer off center.

Our Check Airman said monitor 121.5 anytime not using COM2 on the ground or in the air.

July 11, 2015

IPad - Go to the E Librarian and Training Guide.
Learning Link - Go to Continuing CQT Resources and then to the CQT Guide. The CQT guide has a slide show for both RTS (day 2) and R9 (day 3). I personally studied each the day before. Questions in the black boxes were the only oral questions I received.

RTS (Day 2) - Everything that you need to know is given to you on the IPad and on Learning Link. The Training Guide breaks down every maneuver the captain and first officer will perform. This day is basically a training event. Our instructor would give insight and different tips on each maneuver. Very relaxed environment.

R9(Day3) Briefing - Learning Link was my main source of study to prepare for day 3. Slides for the briefing are verbatim to the slides online. Questions too. Be familiar with the landing performance process. We manually computed a problem. This was not a test though. It was definitely interactive with the check airman. The same problem was then calculated with the landing app.

Loft - We started the sim like any flight. Our flight plan was a BOS-DCA flight with an IAD alternate. You get to choose who's leg. Pilot who flies has to set up the MCDU, including the Perf and Init pages. Single engine taxied with a change in runway (22L). Normal T/O, was followed by a level one ECAM (AUTO FLT RUD TRV 1). Just did the ECAM procedure and sent a dispatch text. Continued on and later received another ECAM (something like a Anti Skid with nose wheel). Anyway, it required a longer runway so you divert to IAD. Make sure to get a landing distance and have the PM call out the brake pressure on the triple indicator (keeping under 1000 psi). Thats it - just one leg. Take a break.

- EOCID Reno (Engine fails once the auto pilot is on)
- Wind shear - CA; reactive on T/O (leave autopilot and thrust on, retract flaps once out and sped up). F/O; predictive on landing (just go around)
- Terrain Avoidance - TOGA full back on the stick
- Precision Landing - Land on the 1000 ft markers in Reno (drop slightly below GS)
- Max crosswind landing - LAX at 29 knots
- PHL Scenario - T/O in flex, get ECAM, go to TOGA. Same scenario but don't go to TOGA, reject at 80 knots.

All together the process was very informative and more like a learning experience than a checkride. Though out the spots the check airman talked us through each maneuver. As long as you know your flows, maneuvers, and limitations everything is straight forward. I just read the slides the night before and everything was smooth. I hope this helps out.

July 9, 2015

Hallelujah the "old" days have returned. What a refreshing relief to the CQT of the last several years where 10 pounds of stuff was placed in a 5 pound bag on CMO day and we were "evaluated" on how we handled ridiculous scenarios of "multiple failures of redundant systems" that had less chance of occurring than a shark bite off the North Carolina coast (those types of events are more suited to training exercises than an evaluation, IMO).

How to prepare ... the CQT guide is in ELibrarian under Training. It is extremely detailed of what you will see, including the LOE portion with Flight Plan, Wx, etc. Also check out AApilots.com under training, recurrent 320 training and on the far upper right are the actual briefing slides to the R9 RTS and LOE/RAD sim sessions (including the questions you will get). The CKAM stuck to the slides so the elimination of the 100 questions is not a problem (this is less work as there are way less than 100 questions on the slides).

Day #1. RGS day starts at 0915 but ends at 1530. No more dragging your behind out of the building at 1800 (especially if you had to fly in that morning). This time frame is JCBA contractual so the one down side is SEC training gets pushed into a 1 hour session on Day #2 either before or after your sim. That part is a bit of a drag but it is not worth changing our training contractual guarantees to extend Day#1 an extra hour. So if you write this up or complain, management will just use that to approach the union and ask to extend our training days. Don't do it!

Day#2. RGS goes according to CQT guide script of spots. Lots of time. Pacing is excellent with opportunity for real time training and retention of numerous maneuvers (unlike prior years). We requested to do a couple things again to try to learn better. In prior years there was zero time for that.

Day#3. LOE/RAD. The LOE is one leg, either BOS-DCA or the reverse. As mentioned, you can study the Wx ahead of time in your CQT guide and get an inkling of what is to come. We went BOS-DCA with a runway change after pushback (everyone will probably get a runway change to make sure you recheck all your perf data). In flight the obligatory TCAS shortly after T.O., then we had to deal with 2 ECAMS, neither overly complicated (just like on the line). Ours were first an AUTOFLT Rud travel lim sys failure then halfway to DCA we got an Anti-Skid failure. This leads to the second biggest emphasis item this year along with the runway change on departure ... performing a landing performance data assessment. If you have not downloaded the Rick Spurlock Landing Data Assessment app on your IPad yet, do so. Then play with it before you come to Training. I used that to determine a landing at DCA was no longer advisable and after consulting with dispatch on the *872 phone, diverted to IAD. This failure also rendered NWS inop, so emergency declared, stopped straight ahead and it was over ... very reasonable scenario. Evaluation over.

After a break it is back in Training mode for RAD events. Windshear, Upset recoveries, rejected landing, OPD scenario, max Xwind landing (that was a bigger bear in the sim than I have experienced on the line with the same Xwind conditions), EOSID at RNO, etc ... all listed in your CQT guide. Tip: when you initially load your LOE leg on the IPad just add all the RAD training sites as Alternates (you can load a bunch). That way flipping from one airport to another in this segment is easy.

Lastly make sure your IPad is totally up to date in every respect. That was the first thing our CKAM wanted to see. So read the CQT guide, study the briefing slides on AApilots and relax ... the grinder we have been put through the last 3 years is over. And even though we return in 9 months, the R18 is training only, so no evaluation for 18 months. I am a fan of this new way of training!

July 7, 2015

Day 1 Ground school: From 9:30 till noon systems review, at a fast pace but adequate and a good review. There is no scheduled lunch break but there was time to get lunch between sessions. We then had our course in emergency equipment and in the doors trainer. Then spent time reviewing the take off and approach landing visibility requirements. The last class is a human factors course that was very well done. The instructors in all the course material were great and it was an educational time. Go to aapilots.com for some of the ground school review material is under training then select 320 and look over the slide/power point format.

Day 2 R9 RTS is a training day. Again go to aapilots.com and review the briefing and questions that will be asked. (The 100 questions have been replaced by the questions that are contained in the PowerPoint). It was a well balanced brief and it did not appear to be putting 10 pounds of brief into a 5 pound bag. There is time to ask questions and still be done in the allotted time. The simulator spots are as scripted in the flight training guide. All the work is in KJFK runway 22L. (Note the runway length for runway 22L will require a MED brake selection to get stopped during your CAT 3 landing). TCAS event for the F/O was a "monitor vertical speed " RA event that required a level flight input. Not your typical climb or descent into the green. Captains TCAS event was typical. F/O flys the VOR 22L , note the OD pages are a bit confusing, you do not deselect radio nav for VOR approach only RNAV and RNP approaches. Also note the new MDA min on OD page 9 "if the runway is served by a VASI or PAPI" paragraph for managed approaches. RNP22Z was a great review and after reading through the OD pages the captain shoots the miss in the RF leg portion and the F/O flys the RNP22LZ to a landing. In the captains missed on the RF led you must hold the speed of the VAPP to the missed approach point which is very close to RF leg. Go-around Toga, make sure it stays in NAV then hold off on the go around flaps to keep the VAPP speed to the MAP. It was a short delay and then complete the go around calls and procedure. Captain does a LOC 22L (note the MDA +50 on this non-managed approach) you take a break then come back and do a V1 and V2 cuts captain first with a hand flown ILS22L to 200 and 1/2. V2 cut is right after rotation remember to get the gear up. After the QRH , ECAM and follow up there is a reference to the emergency landing checklist to skim through to verify you have covered all the bases. It is not meant for you to read line by line but to use as it applies as a barrier. Next up to FL350 and begin a descent to FL310. They talk about this in ground school, but in the descent the pitot tube freezes on ADR 1 and 2 ADR 3 was normal but you must compare captains, the standby and the F/O airspeed. You are tempted to think it is Undue Activation of Alpha protection, but it is not. It is in fact a Unreliable Speed Indication. The captains and F/O airspeed will be in alpha prot range but the stand by airspeed is normal. It is great training and you then get to experiment a bit after the procedure is completed. Then you do a high altitude take off stall and approach stall recognition and recovery. After the approach stall recovery do a go-around to clean it up. RTO then to an eventual evacuation once objective information is obtained. A great sim session with an excellent instructor. It was also not 10 pounds in a 5 pound bag. Just the right amount of spots for the time allotted. Also note you do an hour of security training after or before your sim training on day 1 in the Sim.

Day 3 Briefing: Reviewed all the slides that are in the aapilots.com training section. All questions for the oral came from the slides (make sure that you know how to work the App and the long hand performance method in the QRH).

LOE: Boston to Washington, DC, Took off on runway 22L, Logan 8 departure, in the climb out below 10,000, flight warning computer (FWC 1) ECAM. Did computer reset, but could not reset, per followup. Flew the arrival into Washington DC, ILS runway 1 inop, R-Nav in use, weather 400 overcast, visibility 1 mile on the descent ELAC 1 fails and would not reset, making the RNAV runway 1 per equipment requirements unusable, diverted to Washington Dulles, ILS runway 1R.

Spots: LAX 25R, windshear on takeoff and windshear on landing. Then noise high, nose low recoveries. Then repositioned to DFW, at flight level 350 to fly the BRDJE Two RNAV arrival runway 35 center, clear direct LETHR to descend via the RNAV arrival 35R. Some of the airspeeds on arrival were not correct, you have to intervene with CAMI procedures. Then reposition to Jackson Hole (KJAC) runway 19 ILS approach, had to land on the first 1000 feet of the runway and stay left of center line to avoid the "Moose Lodge", then back to center line. Also did go arounds at 50 feet. Then reposition to Reno (KRNO) runway 16R. V1 cut flying the engine out SID runway 16R. Reposition to LAX runway 25R, did a takeoff with flex thrust, no flex temperature, no runway data to demo RETARD RETARD scenario. Both takeoff and then an RTO in this RETARD scenario. Then finished up with max crosswind landing on runway 25R in LAX.