| A320 LINE PILOT CQT SIMULATOR COMMENTS |
|
|
|
This page is a summary of the comments forwarded to me by the line pilots after completing their CQT training event. The material presented is in it's raw form as submitted to me for your review. As the program progresses and changes are implemented, it is vital I receive feedback to update the SPOT and LOFT scenarios. If you encounter any differences or additions as related to your sim experience, just jot them down in an Email and send it my way: busdriver@hky.com I'll post it anonymously to share with the group ...
|
| FEEDBACK SUMMARY |
|
CMO (SPOTs) 1. F/O LOW VIS TAKEOFF KSFO RWY 01R (1600 RVR) 2. F/O RNAV (RNP) AR TRAINING RNAV (RNP) Y KSFO 28R, Holding @ IAF, Missed Approach RNAV (RNP) OD page in CQT Guide page 43 Cat C Final approach speed FAF to DA 140 knots VERT SPD ZERO if above FAF altitude If cross-track error on ND >= 0.3nm, AP off, use HDG to follow path If NAV FM/GPS POS DISAGREE, FMS1/FMS2 POS DIFF, or MAP NOT AVAIL on both NDs, use HDG and NAVAIDs to avoid terrain Request HDG from ATC 3. CAPT RNAV (RNP) AR TRAINING RNAV (RNP) Y KSFO 28R, Crosswind Landing RNAV (RNP) OD page in CQT Guide page 43 Cat C Final approach speed FAF to DA 140 knots Landing checklist: PM: Altimeters verify 29.92, 2240, PF: 29.92, checked No 500' callout 4. CAPT LOW VIS TAKEOFF KSFO RWY 01R (500 RVR Takeoff) QRH OD-1, RVR 500, Need CL + HIRL 5. CAPT CAT III ILS APPROACH KSFO 28R Autoland TCAS: "Autopilot Off, Flight Directors OFF" 6. CAPT VISUAL APPROACH KSFO RWY 28R Missed Approach, TCAS, Wake Turbulence TCAS: "Autopilot Off, Flight Directors OFF" Review Unusual Attitudes PHB 2i.7 or Callouts Guide 7. F/O VISUAL APPROACH KSFO RWY 28R, TCAS, Wake Turbulence, Crosswind Landing TCAS: "Autopilot Off, Flight Directors OFF" Review Unusual Attitudes PHB 2i.7 or Callouts Guide 8. F/O REJECTED TAKEOFF KSFO RWY 01R, Engine Fire and Fail F/O does QRH ENG FIRE Immediate Action items CAPT assesses situation and calls for Evacuation Checklist, read simultaneously 9. CAPT WINDSHEAR and SEVERE WEATHER PROCEDURES MMPR RWY 04, Windshear on Approach, EGPWS QRH Windshear TERRAIN pb ON "WINDSHEAR TOGA" Avoid terrain PM Climbing/descending callouts referencing radio altimeter If TOGA LOCK, disconnect autothrust, match thrust levers, engage autothrust 10. F/O WINDSHEAR and SEVERE WEATHER PROCEDURES MMPR RWY 04, Windshear on Approach, EGPWS QRH Windshear TERRAIN pb ON "WINDSHEAR TOGA" Avoid terrain PM Climbing/descending callouts referencing radio altimeter If TOGA LOCK, disconnect autothrust, match thrust levers, engage autothrust 11. CAPT ENGINE OUT TAKEOFF KDCA RWY 01, Loss of Thrust at V1, ILS ENGINE OUT APPROACH AND LANDING (Automation Level 2), Crosswind Landing 12. F/O ENGINE OUT TAKEOFF KDCA RWY 01, Loss of Thrust at V1, ILS ENGINE OUT APPROACH AND LANDING (Automation Level 3), Crosswind Landing 13. F/O THREAT AND ERROR MANAGEMENT SPOT: Optimum Profile Descent FRDMM_RNAV ARRIVAL DCA, Landing CLO Load alternate routing + approach Review Airport Advisory pages Review MELs Brief taxi route, hotspots, and TPS performance Route verification / check re-routes If BOS, check for ships in harbor All lights on when crossing runways, "Clear left, clear right" 121.5 passing through FL180 Altitude cross check at level off When diverting, talk to ATC, OCC (use ARINC if over water), F/As, pax Reselect CRZ altitude if given lower within 200 nm Landing gear down - check triple indicator Monitor Autobrakes; "Autobrakes OFF" |
| LINE PILOT FEEDBACK |
|
This is where YOUR feedback will be posted! |
|
May 25, 2013 Day 1 : CA Low visibility T/O from SFO. TCAS RA during climb out on top, followed by wake turbulence roll upset and recovery. F/O lov visibility T/O with reject due to engine failure before V1 Then F/O low vis T/O with TCAS RA during cimb then Wake turbulence roll upset & recovery. F/O Engine fail at V1 from DCA runway 1. Fly 10-7 procedure. CA Same as above CA Approach to MMPR (Puerta Vallarta) RNY 04. "Windshear" on approach followed by EGPWS escape maneuver. F/O Same as above *note highest MSA for EGPWS climb out. CA repositioned for visual approach to SFO high on final. Used S turn to get on VASI, Tower called go around due to truck on runway on short final. Day 2 CLO. SPV questions from computer list "pick a number" Most were directly from CQT training guide. ie: what doe fuel suffix "A" mean in WT & BAL data section of the TPS? Actual fuel reported by flight crew. Instructor watched F/O do flight deck equipment flow and CA & F/O do flight deck preparation flow. Also don't forget to check window on before start flow. 1st leg CA: SNA (Santa Ana) to PHX, MEL on rudder trim indicator. Duuke 2 dept. Brief airport advisory page for close in T/O Airbus procedure. Taxi across the active runway 19R o the way out 20 min. delay (to see SE taxi) After T/O heading to join route. FO set it up. TCAS RA after that. Verify the Geela 6 arrival then hold assigned at HYDRA int. As soon as hold was set up cleared to descend via the arrival. Runway changed from 25L to visual 26. Briefed new ILS, flew to a VFR landing and taxi in to gate. 2nd Leg F/O: PHX to SFO CHILY3 departure. After T/O given a heading to intercept the 321 radial from Phoenix (PXR) to CHILY. Cliimb to 330. RVSM check above FL290. Auto pilot disconnected with AUTO FLT ??? ----??? (in red) ECAM below that you get amber F/CTL- ELAC 1 QRH 93 says (on ground). ECAM action in blue says turn off then on. Do the ECAM action. Does not reset. F/O hand flys. Capt calls dispatch, Maint advises to land in Las Vegas. Quickly descend, brief approach, in visual conditions to land. |
|
May 21, 2013 CMO as advertised scenarios. Depressurization routes is briefing item only. Not done in sim. Make call outs as exact as possible. You will be expected to not add to or delete from the standard verbiage in checklists and maneuvers. Think about type of aircraft basic or enhanced. This makes a difference in whether it makes some callouts and you make callouts on approaches. To silence altitude warning horn, instead of spinning altitude selector to higher altitude, use master warning pb to silence. You will have nws with all our a/c as long as you have green or yellow hyd and ptu is operative. If u set parking break after landing single engine the status page nws inop only because ptu is inhibited in this condition with the green hyd pump inop. CLO LAS-PHX Standard stuff with changes to route rwy etc. ecam that will be cleared (proper verbiage and procedures). change in arrival to the Eagul. Back up constraints with chart in front of you. Set up for LOC26. Could request RNAV because ends up being only 20 foot diff at the bottom but if you do something will be failed to make you do LOC. configure early and slowed before faf. Will do go around for something for another LOC. Leg 2 PHX-SFO same drill starting. Got AUTO FLT Rudder TRIM System ECAM will not reset. No Autopilot or CAT 2/3. Talk to dispatch divert to LAS. F/O hand flies. Cap very busy coordinating with all and briefing. Overweight landing likely. |
|
May 19, 2012 CMO: FO 1-2: Low Vis T/O RVR 1600. No surprises fallowed by a reroute during climb out of SFO. Repositioned for the ARSAAR (RNP) RWY 28R Y. ATC instruction to hold at IAF intersection. (BATKE) In the hold We configured for the appr. Briefed it with the Briefing procedures for RNP appr. FO flew the approach to minimums and executed a go around. No Contact with the airport or runway. CA 3-4: CA was same except it was to a Cross wind landing 28R. He did an RVR 500 T/O, and a CAT III Autoland to RWY 28R. CA/FO 6-7: We both did wake turbulence avoidance where the plane is thrown into a steep unusual attitudes which we had to recover from. and TCAS RA procedure to avoid Traffic. FO's RA was just maintain present altitude. VVI was between red tape above and below on scale. FO 8: FO T/O engine Fire between 100-130 kts. CA rejected on the runway, and FO began the immediate action item on back of QRH. CA commenced the evac procedures, and FO went to the Evac. check list on the front of QRH. CA/FO 10-11: both did windshear escape maneuvers on approaches to MMPR Puerto Vallarta. once clear of the windshear we both were given a heading toward the mountains. When the caution terrain sounded we did the escape procedures and climbed out of it until leveling off at or above the MSA. CA 12: Eng. cut at or above V1 in DCA RWY 01; followed 10-7 to a single engine landing AP off. FO 13: Eng. Cut near V2 after lift off in DCA RWY 01; Followed 10-7 to single engine landing with AP on. FO 14: Briefed the FRDMM RNAV ARRV. into DCA. Arrival loaded with altitudes and speed restrictions, with a strong tail wind. Near the split toward the respective runway, ATC changed runways on us and PM, inserted the River Vis. RNAV 19 F I believe and flew it to a landing. CMO: 1st Leg. CA: SNA to PHX. SNA has a lot of procedures and advisories on the Departure airport pages. Good to review carefully, and set up MCDU accordingly. Normal climb out, with a reroute on the arrival into PHX. During cruise ELAC 1 Fault. CA did the ECAM and flew to a landing to RWY 26. 2nd Leg FO: PHX to DFW. Departed PHX RWY 08 another reroute do to descending traffic. during the climb ELAC 2 Fault. CA told ATC we need to level off which we did at 15,000. ECAM was full of primary and secondary failures. FO kept flying, while CA did the procedures, and assisted FO with flying, since AP was INOP, nose down trim worked but nose up trim was jammed. We decided to divert to ABQ. We were vectored for the ILS and landed. |
|
May 19, 2013 CMO Spot 1: F/O low visibility take-off, 1600 rvr Brief 10-7 01R SFO, take-off alternate required due to 20 kt crosswind on 28R Quite 4 departure, close-in climb, 1510/3010, per airport advisory pages. Reroute after take-off, heading to intercept 246 radial to LIN, as filed. Note: REBAS is on 246 radial! Spot 2: F/O RNAV(RNP) 28R @ SFO Use OD pages to brief approach Review SAAR approaches on Wings We did a missed approached (minimums, no contact) Spot 3: C/O RNAV (RNP) 28R @ SFO Same briefing as spot 2 We landed with a 15 kt crosswind Spot 4: C/O low visibility take-off, 500 rvr We needed take-off alternate due to low visibility Spot 5: CAT III ILS 28R SFO Use OD pages with approach plates for briefing We landed NOTES - 100 alert in DH Visibility or Lighting Loss after FAF, continue approach to land Flare - no call out, only call if no flare Spot 6: C/O, intentionally put on high, visual approach 28R, SFO Utilize runway 28R CF DATA (lateral and vertical information) S-turns approved Wake turbulence, rapid roll to the right, at approx. 500 ft, roll wings level, go around, easy recovery TCAS while on vectors and 3000 ft Spot 7: F/O same as Spot 6 Visual for 28R, SFO, low on approach At 500 ft wake turbulence, roll to the left, level wings, go around TCAS event on vectors and 3000 ft Spot 8: F/O rejected take-off (engine fire) Transfer control. C/O says: Reject My Aircraft. F/O responds: Your Aircraft Stopped on runway with brakes set C/O says: This is the Captain, Remain Seated Due to low visibility tower cannot see you. Utilize flight attendants to confirm engine fire. Fire does go out. Spot 9: Depressurization routes were briefed during briefing session. Spot 10: C/O windshear on approach on Rwy 04 MMPR Typical windshear callouts, PF/PM Vectors after windshear recovery, EGPWS. We let it progress to pull-up, per instructor. Review callouts and procedures. Spot 11: F/O same as Spot 10. Spot 12 and 13: DCA, Rwy 01 V1 cuts C/O engine loss prior to rotation, hand flies final approach F/O engine loss at rotation, utilizes autopilot for approach Good ECAM procedures (engine fire) Spot 14: F/O FRDMM.1.DCA Lot of briefing and monitoring on arrival. Significant tailwind forces the use of speed brakes. Last minute runway change from ILS 1 to River Visual 19 PM sets up River Visual (RNF-F) Rwy 19 Read airport advisory pages Landed on 19 CLO, Leg 1: C/O leg, SFO to PHX MEL 27-22-03A, Gate 51A at SFO Brief at gate: Single engine taxi (20 minute delay), 10-7 and close-in climb per airport advisory page, Porte departure enroute flight plan Taxi route, Right on A, Left on M, Hold Short 01L, followed by cross 01L, hold short 01R, Take-off 01R on M, to shift 500', check TPS for performance Normal take-off and climb Had minor route change and intermediate level off TCAS event resulting in RA (talk to ATC) At cruise had a FMGCS #1 failure (2FD2) on FMA Autopilot disconnect (use autopilot 2) QRH FMGCS / QRH manual reset, successful GEELA6 arrival PHX, RNAV 08 PHX, did a missed approach above 1000' AGL (soft go-around, or use V/S 0 to climb V/S Vectors back for same approach to landing Taxi in per instructions Leg 2: F/O leg, PHX to DFW No MELs Brief at gate: 10-7 Runway 08, single engine taxi, Unusual taxi route, cross runway 08 at B9, taxi on north side of runway 08 to departure end Normal take-off TCAS event in climb, approximately 15,000' (2 aircraft, 1 above and 1 below) Stay in green, advise ATC At altitude STAB JAM Autopilot disconnect (2), ECAM Flight/CTRL ECAMs On status page, landing distance procedure, configure 3 and 10 kt increment to Vapp Check orange page, NNP-13 for STAB JAM (last item) Alternate Law Gear down, go to Direct Law We called dispatcher and MOC with *872 MOC had no help, just do procedures Dispatcher agreed with us to go to ABQ (long runway, high altitude, 5500') After lengthy procedure, Captain briefed flight attendants for precautionary landing, ABQ, and then talked to the passengers. F/O stayed PF for landing since he had been flying aircraft since STAB JAM (worked out well) Stopped aircraft on runway. Captain made announcement to passengers to remain seated while emergency personnel did a visual aircraft check. NOTE: Declared an emergency, and had ATC forward weather and ABQ information. |
|
May 17, 2013 CLO, LAS to PHX: Mel rudder trim inop MEL brought to cockpit 10 min. prior to dep. Departed gate 19 LAS. Taxi to rwy 25R. route change before end of runway from prfum 2 to cowboy rnav dep. After reloading fmgc with new route then rwy change to 25L. Be sure and recheck EO procedures for new runway. Cowboy rnav departure with TCAS. Reroute direct INW to join Eagle arrival PHX. Cleared direct to Eagle which puts you about 4100 ft high. Hustle down to rejoin Eagle Rnav altitude constraints. Received Holding 5 nm prior to Homrr int. one turn in pattern cleared direct to Hommr resume. Shot ILS to 26 LOC OTS. Weather 1100 ovc 3 miles vis. use FPV 3.0 degree flight path. GA at 400 msl level at 3000 msl it happens fast! AC on runway. RV to down wind for same app landing. Taxi in to gate. OAT 38 C leave flaps at 1. Second leg PHX to DFW FO's leg. Good AC no MEL's. Depart rwy 8. TCAS out of fl 220 climbing to fl 350. Jammed Stab @ FL290. Return to PHX. Contact OCC & MOC using phone in cockpit (fake it guys!). Talk to FAs and Passengers, T.E.S.T, run ECAM. Jammed Stab found in ECAM supplemental (little blue book). I let FO fly the ILS to 8 since I was an secretary on speed trying to finish all the checklist, ECAMS, notifying everyone and performance numbers (orange pages). He also had a good feel for the AC handling by that time. Keep in mind the AC goes into direct law when gear in put down. All in all probably the bussiest checkrides I've ever had in 31 years! |
|
May 12, 2013 SPOT 1: Low visibility takeoff for F/O. Visibility is RVR1600. We did the SFO Quiet Four Departure (In handout packet). Use close in takeoff. Set 1513/3013 in THR RED/ACC ALT field on PERF takeoff page. Fly the Quiet Four Departure with a reroute to join the LIN VOR 246 radial into LIN. Since you are below 10,000, let PM do this. SPOT 2: F/O flies the RNAV (RNP) RWY 28R at SFO (In handout packet). Decision Height is 328. Start configuring just inside GUTTS intersection. Visibility was down and we did not see the runway. Remember to brief OD pages 9-11 in QRH. SPOT 3: Same as SPOT 2 except Captain flies the approach and lands with a 15 KTS wind from the North. SPOT 4: Same as SPOT 1 except visibility is RVR 500. Get a takeoff alternate. SPOT 5: Fly the CATIII ILS Approach RWY 28R (SFO). I put 100 Alert Height in DH field and flew with CAT 3 Dual Fail Opertational to a landing. Be sure to brief autopilot off by 60 KTS on rollout. SPOT 6 and 7: Weather is VFR. It is a visual approach from about 5 miles out. He put me high on VASI and I went A/P off and F/D off to recapture glide path. At about 50 feet we had to go around. Sometime during the climb out or level off, we got a TCAS. After recovery, we hit wake turbulence and got a nose low abrupt left bank. Recovery wa simply rolling wings level and leveling off. F/Os had similar event except TCAS was on final approach and did not work correctly. Afterwards the instructor said he thinks the scenario was written to give F/O a TCAS on go around like the Captain's. SPOT 8: Reject on Runway 01R (SFO). Engine fire with visiblity reduced. Ask Flight Attendants if they see anything since tower may not be able to see you well. SPOT 9: Depressurization Route Training. We did not do this. SPOT 10 and 11: Set up on RWY 04 in MMPR. Below 500 feet wind shear warning sounded. Pull up into the F/D quickly. After recovery we were set up on a heading in clean configuration toward mountains east of MMPR. During EPGWS recovery, set TOGA and pull side stick full aft and hold it until the recovery altitude of 12000 ft. SPOT 12 and 13: Brief 10-7 (Handout) and manually tune DCA on PROG Page. Capt gets V1 cut. There is time to trim before the turn at 0.5 DME. Scenario is set up to land at DCA so don't expect to divert to IAD. F/O gets a V2 cut. SPV questions are now chosen from a bank of questions on the computer. Just choose a number on the screen and a random set of questions are generated from the 100 questions in the CQT guide. The questions are verbatum to those in the guide (including the blanks). It's very easy now. We got about 10 questions total between the two of us. CLO, Leg 1, SFO/PHX Captains leg The MEL is 27-22-03A Rudder Trim Position indicator. The pedestal indicator is out so use the FTCL screen on ECAM while doing the Taxi check to verify rudder trim. We were at gate 30 at SFO. Visibility was 1/2 mile. We were filed to PHX via the PORTE FOUR Departure to AVE but we got a revised clearance. We taxied to RWY 01R via Taxiways Alpha and Mike to hold short of RWY 01L. We were then cleared to cross 01L and 01R to join Taxiway Lima on the other side. Takeoff was close in. We were given a heading to join the route down line. Let PM do this below 10000. A TCAS RA occurred during an intermediate level off. At cruise the A/P discounnected and my MCDU went to the menu page that leads to the ATSU. My ND said something like OP FM OPERATIONAL. If you look up at column 5 on the FMA and see 1FD1 or 2FD2, you have lost one FMCG. Go to page 100 of the QRH and reset the FMGC. We descended on the BLYTHE FOUR ARRIVAL and flew the RNAV (GPS) Y RWY 8 Approach. The temperature was reported to be 39 degrees C so the F/O left the flaps lever in the 1 detent after landing to avoid an Air wing leak caution during taxi in. We parked at gate A-7. Leg 2, PHX/Mexico City. This was F/O's leg. PHX weather was good. We were filed for the MOBIE THREE DEPARTURE but got another revised clearance. From gate A7 we taxied to RWY 25R via Taxiways Charlie and Romeo. After stopping at the departure end of 25R we were told to cross 25R and change runways to 25L. We joined Taxiway Foxtrot and held short of 25L at G8. After takeoff we got another reroute direct TFD VOR to join some airway off of there. Sometime in there we got another TCAS RA. Soon after that the autopilot disconnected and an ECAM message appeared with a Slat fault. The ECAM calls for adding 25 KTS to the Config full VLS and to apply a landing distance adjustment per the yellow nonnormal performance pages. Go to the A320 with reversers SLAT/Flaps section (page NNP-11). We had Slats less than 1 so you are suppose to multiply the dry landing distance by 1.55. Since we decided to divert back to PHX this multiplication factor was not an issue because there is plenty of runway. The procedure calls for landing flaps 3 so just remember to get your Config full VLS and add 25 KTS to that number before changing to your flaps 3 setting on the PERF page. Remember you can call dispatch on the Aircell phone by dialing *872 (see PH bulletin 13-10 page 2). |
|
May 6, 2013 CMO Spot 1 - Needed T/O Altn because crosswinds would be too high for Cat 3 Single on return to Rwy 28R. Initial box set-up should include route to landing alternate as well as new requirement to put altn. fuel in box when you check 45 minute reserve. Spot 2 - Flaps 3 put us in Cat D mode (165 kts.). When established on normal missed approach procedure ( not escape), can use vs 0 initially if above FAF and 1,000' and vert. spd. to climb to min. holding altitude for obstacle clearance. Reminder: Ldg. Check altitude callout and PM does not make 500' call. Spot 5 - Reminder: Cat 3 Dual can continue to ldg if vis goes down or app. Lgts. Go out after FAF. Spot 7 - Use CF fix by selecting rwy only in arrivals. TCAS: PF - Keep hands away from thrust levers to avoid inadvertent TOGA; PM - turn off both FD's on command. After recovery, reestablish automation. Complete upset by wake turbulence - turn to pointer, PM call RA altitudes and trends. Once above Vls, turn autopilot back on. If in TOGA LK, disconnect/reconnect autothrust while in TOGA so thrust levers work normally at level-off. Spot 8 - After reject with aircraft stopped, F/O starts right in on Eng. Fire QRH Immediate actions. Spot 9 - I believe this is being changed to a briefing-only item. If you have to do it in the simulator, use the fix info with an 80 mile radius for the next 4 points escape points on the route. Follow min altitudes to escape point, 10,000' good after that. Build route for each escape point in the secondary as you go. Bulletin in your Supp. Manual spells it out. Spot 11 - Need to add 50' to MMPR VOR 4 MDA to get DDA. During windshear recovery, reestablish A/P when above Vls. You will need full back pressure on stick for a long time on EGPWS recovery since MSA's are very high. Spot 13 - Be sure to have DCA in RAD NAV for takeoff. Have PM read 10-7 as it occurs because there are two different headings and mileages on 10-7. Spot 14 - If these descents/arrivals are the future, I'm glad I'm retiring. 90 kt. TW all the way down resulted in speed brake almost the whole time and excessive monitoring. Set up for Rwy 01, windshift resulted in Charted River Vis. Rwy 19. PM loaded box, we both did clearance/route verification. MDA and autopilot disconnect at 300'. CLO: All legs now include PHX and most non-normals are dual hydraulic system failures, dual ELAC failures, or flap/slat and stabilizer problems, but that could change anytime at instructor's discretion. First leg - PF Captain. SFO - PHX. Minor MEL for drill. Take time on clearance/route verification, especially since there is an amended segment to the clearance. No need to clear tropopause in INIT page anymore, but need to put in GND TEMP from ATIS. Low vis taxi, unusual gate, taxiways closed. Do not do anything but clear while crossing runway! Got FMCG 1 inop as non-normal. Comes up as FMS/GPS Pos Disagree on ECAM; needed both to shoot RNAV approach in PHX. Did ECAM and QRH. QRH procedure does not lead you to a computer reset. We decided to call MTC through dispatch and they talked us through a reset. Arrival and approach normal. Second leg - PF First Officer. PHX - SFO. No MEL's. Dual ELAC failures. Declared emergency, talked to dispatch and MTC, they wanted us to return to PHX immediately and land overweight. PM is reading and calculating the whole time. PF is hand-flying a "mushy" airplane. Leave plenty of time to slow down and get Flaps 2 out. Don't put the gear down too soon because you will go from alternate law to direct law requiring manual pitch trim and your ailerons are inop. |
|
|