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 R9/R18 training event. The material presented is in it's raw form as submitted to me for your review. As the program progresses and changes are implemented, it is vital I receive feedback to update the SPOT and LOFT scenarios. If you encounter any differences or additions as related to your sim experience, just jot them down in an Email and send it my way: busdriver@hky.com I'll post it anonymously to share with the group ...



1. CA Takeoff with Gusts, Landing Gear Non Normal (LGCIU1 FAULT), VOR 31L Approach, Landing with Gusts

2. FO Takeoff with Gusts, LOC 22L, Landing with Gusts, Bounced Landing Recovery

3. FO Takeoff, Flight Control Non Normal, KJFK RNAV (RNP) 13L Approach (First Look), Missed Approach (alternate procedures)

4. CA RNAV (RNP) RWY 13L Approach (Firt Look) and Recovery from a Bounced Landing, Go Around and Landing

5. CA Engine Failure between V1 and V2, Single Engine CAT I ILS 31R

6. FO Engine Failure with Fire (2nd Segment), Single Engine CAT I ILS 31R Approach and Landing

7. EITHER Loss of Engine Thrust/Single Engine Driftdown (Crew). Maneuvers based Upset Recovery (Both)


1. CA Windshear/Microburst (CA Predictive on Takeoff prior to VR 26R, FO Predictive on Approach KLAS 26L)

2. FO KLAS 26R Takeoff / SID / Upset Recovery (FO), Manually Controlled Slow Flight/Recovery from Full Stall (Both)

3. CA Manually Controlled Instrument Arrival and Upset Recovery

4. FO Low Speed Rejected Takeoff and Evacuation



1. CA Low Visibility Takeoff, KMCO ILS CAT III 36R Approach, Landing

2. CA Low Visibility RTO, Low Visibility Takeoff, KMCO RNAV (GPS) 36L Approach, Landing

3. FO Engine Failure Second Segment Climb, Single Engine Pattern, KMCO CAT I ILS 36R, Landing

4. FO Takeoff, Engine 1 or 2 Fire Loop Fail, KMCO LOC 36R Approach, Go Around/Missed Approach, Landing

5. CA Engine Failure at V1, Single Engine KMCO CAT I ILS 36R Landing

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
  LINE PILOT FEEDBACK (MARCH 12, 2019 Scenarios)

March 12
, 2019 ... Start of new R9/R18 Scenario Cycle

March 17, 2019 (R18)


During an ECAM procedure if the Status Page says "Landing Dist Proc Apply" go to the A320 Land App and select Non-Normal.

After completing the ECAM procedure and before starting the Cautions and Warnings that Require a QRH Follow Up the PM states, "ECAM Procedure Complete."

When performing a Confirm procedure point to the correct control (e.g. for a number one engine failure the PM would point to the number one TL to Idle, the PF would say "confirm," the PF would move the TL to Idle, and then the PF states "Idle.").

When executing an emergency procedure, emergency return, or emergency diversion it is now recommended you notify the company through the MCDU, ACARS 2/2, Code 7700, and then type a short message (OM 1, 8.9 ACARS QRG, page 766).

During an emergency, if the Captain requests ARFF, you can communicate with the Fire Chief on the Tower frequency. The Fire Chief and all ARFF vehicles monitor and can communicate with ATC or the Flight Crew on the tower frequency.

Conduct all briefings with the iPad in Day Mode.

Inflight Maneuvers

For both the PF and PM, each maneuver is now a memory item with the procedure performed verbatim. These inflight maneuvers include:

Windshear Escape
EPGWS Recovery
TA/RA Actions
Approach to Stall or Stall Recovery
Stall Warning at Liftoff
Wake Turbulence Recovery
Driftdown and One-Engine Cruise
Emergency Descent

The first PM step for each Inflight Maneuver is the "My Aircraft" call out except for Windshear Escape and EPGWS Recovery. The exceptions are:

- Windshear Escape: "Escape, TOGA, My Aircraft."
- EPGWS Recovery: "TOGA, My Aircraft."

Recurrent Training Simulator (RTS): May 14, 2019

SPOT 1 Captain: CA Takeoff with Gusts, Landing Gear Non-Normal (LGCIU FAULT), KJFK VOR 31 approach

- This ECAM does not provide a Level 1 chime – it's silent with no Master Caution light. The only fault indication is the LGCIU Fault on the ECAM Display. Any gear down indication is considered a down and locked landing gear.
- KJFK runway 31L and 31R has an Engine Out Missed Approach Procedure (EO MAP). Ensure you brief the EO MAP.

SPOT 2: FO Takeoff with Gusts, KJFK LOC 22L, Bounced Landing Recovery

- Straight forward. After the FAF make sure you set the missed approach altitude in the FCU – it's easy to miss this action because you're focusing on your glidepath, vertical deviation, and completing the Before Landing Checklist.
- High Bounced Landing – Execute a normal go-around.

SPOT 3: FO Takeoff, Flight Control Non-Normal, KJFK RNAV (RNP) 13L Approach (First Look), Missed Approach

- A320 Land App calculation – Select Non-Normal, Slat/Flap, Slats Fault 1 less than or equal to and Slats less than or equal to 3 (this is confusing at best).
- Straight forward.

SPOT 4: CA KJFK RNAV (RNP) RWY 13L Approach (First Look) and Recovery from a Bounced Landing, Go Around and Landing

- Straight forward.

SPOT 5: CA Engine Failure between V1 and V2, KJFK Single Engine CAT 1 ILS 31R

- Straight forward.
- Runway 31R has an Engine Out Missed Approach Procedure (EO MAP). Ensure you brief the EO MAP.

SPOT 6: FO Engine Failure with Fire (2nd Segment), KJFK Single Engine CAT 1 ILS 31R Approach and Landing

- Straight forward.
- Runway 31R has an Engine Out Missed Approach Procedure (EO MAP). Ensure you brief the EO MAP.

SPOT 7: Loss of Engine Thrust/Single Engine Driftdown – For both the PF and PM the procedures are now memory items and you must integrate the FIX strategy. Here is the procedure with my language and thought process.

Pilot Flying

- "My Aircraft"
- Advance both TL's to MCT. PF states "MCT" and PM responds "MCT Set."
- A/THR – Off. PF depresses Instinctive Disconnect Button and states, "A/THR Off."
- If not in radar environment turn 45 degrees left or right to create an offset.
- As airspeed decreases and you maintain your altitude (FL 350) go to Selected Speed (Pull Speed Select Knob).
- Select the MCDU PROG Page and look up the Engine Out Rec Max Altitude (Line 1R).
- Place the Engine Out Rec Max Altitude in the FCU and select OP DES.
- Have PM complete QRH procedure.
- Once stabilized then return to the FIX Strategy Tool, Identify (Problem and Procedure, which is Engine Failure and ECAM Action), Execute (Execute the Procedure, which is the ECAM Action), and Manage (Evaluate and Plan).

Pilot Monitoring

- If in radar contact notify ATC (Mayday, Mayday, Mayday).
- Exterior Lights – All On.
- QRH Procedure, Page 1, Driftdown and One Engine Cruise.

SPOT 7: Upset Recovery (Both)

- Straight forward.
- Memory Item.

Recurrent Maneuvers Validation (RVA): May 15, 2019

SPOT 1: CA Low Visibility Takeoff, KMCO ILS CAT III 31R Approach, Landing

- Takeoff alternate required.
- Straight forward.

SPOT 2: CA Low Visibility RTO, Low Visibility Takeoff, KMCO RNAV (GPS) 36L, Approach, Landing

- Even though the training guide states the CA will fly this SPOT, the FO flies the SPOT – this is a change to the current syllabus.
- The visibility is set at 1600 RVR. Why? The Captain must make the takeoff when the visibility is less than 1600 RVR – ¼ mile.
- After the RTO, the aircraft is stopped, and the Parking Brake Set. The SPOT ends after the Captain makes a PA and says, "This is the Captain, Remain Seated, Remain Seated, Remain Seated."

SPOT 3: FO Engine Failure Second Segment Climb, Single Engine Pattern, KMCO CAT I ILS 36R, Landing

- Even though the SPOT calls for a landing, the FO does a Single Engine Missed Approach and then is repositioned for the landing.
- Straight forward.

SPOT 4: FO Takeoff, Engine 1 or 2 Fire Loop fail, KMCO LOC 36R Approach, Go-Around/Missed Approach, Landing

- Even though the training guide states the FO will fly this SPOT, the CA flies the SPOT – this is a change to the current syllabus.
- Even though the SPOT calls for a Go-Around/Missed Approach the CA only does a landing.
- We did not receive an Engine 1 or 2 Fire Loop Fail ECAM. Instead our Check Airman gave us a Yellow System Overheat instead. We lost the Yellow Hydraulic System and subsequently we had no Nose Wheel Steering after landing. After landing the Captain should have the ARFF inspect the aircraft. The Captain should tell the Instructor that you would start the APU, shut down the engines, and then have the company tow the disabled aircraft to the gate for deplaning.

SPOT 5: CA Engine Failure at V1, Single Engine KMCO CAT I ILS 36R, Landing

- Straight Forward.

Recurrent Advanced Training (RAD): May 15, 2019

SPOT 1: Windshear/Microburst

- CA Predictive Windshear on takeoff prior to VR, KLAS 26L – Reject the takeoff. Captain makes a PA and states, "This is the Captain, Remain Seated, Remain Seated, Remain Seated." FO advises ATC of the reject and provides a Windshear PIREP.
- FO Predictive Windshear on a KLAS ILS Approach 26L. Execute a normal Go Around, turn north, and then turn to the east to avoid the weather and terrain. The CA or PM informs ATC of the Go Around and provides a Windshear PIREP.

SPOT 2: FO KLAS 26R Takeoff/SID/Upset Recovery, Manually Controlled Flight/Recovery from a Full Stall

- COWBY 8 RNAV hand flown departure without the Autopilot and A/THR.
- Upset Recovery is a Memory Item. PF should state, "My Aircraft."
- Both pilots will conduct a Manually Controlled Flight/Recovery from a Full Stall, which is a Memory Item. PF should state, "My Aircraft."

SPOT 3: CA Manually Controlled Instrument Arrival and Upset Recovery

- TYSSN 5 RNAV hand flown arrival without the autopilot and A/THR.
- Upset Recovery is a Memory Item. PF should state, "My Aircraft."

SPOT 4: FO Low Speed Rejected Takeoff and Evacuation

- CA states, "Reject, My Aircraft" and executes a transfer of aircraft control.
- I took the TLs to Idle Reverse and not Full Reverse, which dramatically reduces the directional control problem created when a Thurst Reverser deploys on takeoff.
- The SPOT transitions to an Evacuation when a passenger opens a door and then the customers begin an uncommanded evacuation.
- The only indication that passengers are deplaning is when you get an amber DOOR annunciation in the top right corner of the ECAM Upper Display.
- With passengers on the runway you must transition to a ground evacuation.
- In an Evacuation the CA takes the PBE/Megaphone and exits via any usable door. The FO takes the Halon Fire Extinguisher and exits via first usable door.


Arrival Briefing:

- Review Jeppesen REF pages including Radar Minimum Alts, page 10-1R (12,000 MSL).
- Review Jeppesen CO, General – Special Considerations, page 10-7A-2. Read the Engine-Out procedures and FOQA Alert for a clearance that requires a Flap Extension above FL 200. Do not accept a clearance, which would require you to exceed the maximum flap extension altitude of FL 200.
- Review Arrival – Rwy 05L/R Procedures, page 10-7B-1. Review how to enter the DATUL 1C arrival to MAVEK and the requirement to then enter the ILS DME 2 RWY 05R into the MCDU. Or enter the DATUL 4A arrival over San Mateo (SMO) and the requirement to then enter the ILS DME 1 RWY 05R into the MCDU. Note: MAVEK and SMO are co-located. Page 10-7-B-1 provides a maximum indicated airspeed between MAVEK or SMO of 160 knots. Recommendation: After MAVEK/SMO and prior to the MEX 05 or MEX D248H fix, which are co-located, be in the landing configuration, with full flaps, and the Before Landing Checklist complete. Fly the approach in Selected Speed until turning final.
- We were initially cleared DATUL 1C arrival to MAVEK and we anticipated flying the ILS DME 2 RWY 05R. However, we were given a radar vector to the west and then ATC instructed us to intercept the SMO 360 radial inbound to the VOR. Have the PM enter the Direct to SMO with a radial inbound entered of 360 in the MCDU Direct Page. Then fly in NAV to the VOR. You must reset the arrival and approach in the MCDU to the DATUL 4A with the ILS DME 1 RWY 05R. Rebrief the arrival and approach.
- Do not ARM the approach until you begin your turn to intercept the Final Approach Course. Once established on the Final Approach Course select Managed Speed.

May 8, 2019 (R18)

Days 1 and 2 were right off the script but day 3 has some variances.

I will reference the summaries you have and the April 19 review to highlight the changes:


1 - Just as scripted.

2 - As scripted. No unplanned evac. No need to check doors - that unplanned evac was much later.

3 - Here's where we got off the reservation. It was a F/O V2 cut but it lead to an intentional single-engine go-around (minimums). Then we skewed outside the marker to complete the single-engine landing. Did not see this coming but was handled okay.

4 - This was not an F/O PF event. It was captain flown. Remember Orlando has a separate Localizer 36R approach in the database, separate that is, from the ILS 36R. There is a fix inside the FAF if you load the Localizer approach which will effect your DDA. Yellow hyd low quantity (leak).

Also, there is a note in the O.D. pages modifying the "0.3 NM" start down point if the approach has a fix inside the FAF. It states that you should engage the flight path angle "approximately 0.3NM prior to the TOD...." Apparently this has not been explained to the check airman so we all agreed to use the traditional 0.3 nm from the FAF as the point to engage the vertical path. This might be something to discuss in the briefing room...

5 - Yep, another single-engine go-around followed by a skew to a landing. This time it's a gift to the cap.

Second half -

The "first look" RTO caught us off guard so I would suggest that if, during the second half, the F/O is flying - be prepared for the RTO. This is also where the uncommanded evac occurred so just get right into the awkward challenge - response - response evac checklist.

Hope this helps!

April 29, 2019 (R9)


1. Sims 1 and 2 have CFMs. Sims 3, 4, 5 have IAEs. All sims are enhanced, so they all make auto-callouts for 100 above and minimums.

2. A good ECAM review is on the IPAD ECAM Trainer app. On app's main page, click on upper left corner menu (parallel lines) - then Settings - then ECAM tips.

3. The reason why FO doesn't do takeoffs less than 1600 - 1/4 is due to low visual cues in the event of transfer of A/C control if CA needs to reject the takeoff.

4. On takeoffs, PM confirms and says "TOGA" based on engine instruments. On go-around, PM confirms and says "TOGA" based on FMA (i.e., before the engines spool to actual TOGA.)

5. When PM reads Follow-up pages in QRH, consider not reading aloud things that aren't applicable. Cuts down the chatter.

RTS as published. We did all takeoffs from JFK 22R.

a. Flight control non-normal was slats jammed/faulted just past slats 1. Flaps worked fine. There are 20 different choices of slat/flap faults on the IPAD landing app. Ours was Flaps = 3, Slats between 1 and 3.

b. On one of the hard bounce landings, auto-thrust disconnected (Sim issue?) and there was no "TOGA" in the FMA for PM to confirm. The sim instructor does a wind change or something that drops the plane from about 10 feet for the bounce, so you don't have to try to bounce.

c. V1 cut. If PF drifts off RWY heading, PM should make sure you set a heading on FCU to get him back rather than just pull heading he's on.

d. One easy way to notify Dispatch when returning to JFK for single-engine landing is via MCDU INDEX 2/2 - "CODE 7700" (OM 1, 8.9 ACARS Quick Reference Guide, p. 766) - Confirm landing airport. (If you haven't changed destination yet from KCLT in the MCDU, change it to KJFK. Enter ETA. Select Y or N to "Request ARFF". Enter some free text, like "ENG 2 Fire. OUT." Send.

e. Hand-flown single engine ILS uses about 5 degrees rudder trim on final (gear, flaps 3)

f. Instructor said that since ARFF is monitoring the tower freq, if you need to communicate with them, just broadcast it to them on final.

g. Single-engine drift-down at MCT and green dot is very calm and slow. ONce we slowed to green dot, we initially had only about 700 fpm descent rate, which decreased as we descended. MCDU Cruise Page shows EO Max ALT and also shows estimated Zulu time for level-off, and the distance it will take to descend at MCT/green dot to whatever altitude you put in the FCU window. Ours indicated it would take almost 20 minutes to go from FL 380 to FL 240, and 160 miles.

RLE - We had RLE 15-2, which was BOS-DCA. Flight plans are on IPAD in the 360 app. A32F - Fleet Training A32F - A320 FT Pilot Training Guide MAR2019 (which is 209 pages) - RLE has three document packages (as of April 28). Document pack for RLE 15-1 is on pp. 167-182 (BOS-DCA). RLE 15-2 and 15-3 are 193 on pp. 183-193 (also BOS-DCA). RLE 15-3, 15-4, and 15-5 (all DCA-BOS) are on pp. 194-203.

1. Load Closeout Review - weight, wind, temp. Check-airman says he routinely sees the weight part done wrong on the line. Here's how he said it should be done.
When Load Closeout is received, FO enters ZFW and ZFW-CG on MCDU. If first engine has already started, the green aircraft weight will appear in lower right corner of lower ECAM screen. For the Load Closeout weight review, compare the green weight with the TPS limiting weight (for the FLEX or TOGA takeoff you're doing from a particular rwy.) In other words (and here's the common mistake) you're not comparing any weight directly to the paper load closeout weight. You have simply waited for the Load Closeout so you can have the updated ZFW, (not the Load Closeout TOW). Put another way, the Load Closeout weight review compares the updated green ECAM weight with the TPS weight. The review doesn't directly compare the paper Load Closeout TOW with the TPS. (OM 1 - 5 Mar 19 - p. 224, para 2c.3.10 Takeoff Entry.)
That said, it's different when you do the Before Takeoff Checklist. Here's the comparison:
Load Closeout Review = FO compares green ECAM weight with TPS limiting weight
Before T/O Checklist = CA/green ECAM weight, FO/load closeout weight from paper
SECOK on load closeout. We were told the system won't even print the L/C unless SECOK was entered by the ground personnel. IOW, you should never see an L/C without SECOK.

2. Hold short at ILS stop line if weather is low and approaches being shot to that rwy.

3. Remember to do engine anti-ice "shedding" procedure before takeoff. (Vol 1 OM - 5 Mar 19 -p. 201, para 2b.17.3. CFM & IAD differ.)

4. Enroute from BOS-DCA, the ECAM fault as advertised "AUTO FLT FCU 1 Fault." QRH follow-up says you can try a CB reset on the overhead panel. Didn't fix fault.

5. We flew River Visual 19 using approach chart for River Visual 19 (RNV-F). While you can't do an RNV in the weather without 2 FCU's it seems you can do the River Visual using RNAV (and assuming you keep river in sight). Blue OD-13, RNAV table at the bottom of the RNAV Approach Decision Tree page.

6. After tower-directed-go-around from RNV-F RWY 19 (visual approach assisted by RNAV), got vectors back around for ILS 01. Even though it's 800/3, take time to insert the EO departure into the Secondary Flt Plan. See QRH Blue pages, 18-OD - "FMS Engine Failure Procedure." Top half of page is for pre- flight setups (before takeoff). Bottom half is for Approach set-up (and has 9 steps). And discuss the four steps to do in the event the EO needs to be activated (for a single-engine missed approach).

7. When discontinuing an approach due to predictive windshear caution, you can do either a "Go Around, TOGA" or an "Escape, TOGA." But in a G/A TOGA, you can clean up and maneuver. In the Escape TOGA, you leave it dirty and wings level (at least initially).

8. Our low-speed reject was clear day, FO takeoff. Got an open (or unlocked) thrust reverser on Eng 2 and rejected. It was given to us at 40-50 kts. Plane pulled to the right, and then, pulled to the left pretty significantly (perhaps due to full reverse on reject). It was pretty abrupt, so CA announced, "This is the Captain, remain seated, remain seated, remain seated."

9. While the reverser problem did not warrant an evacuation, the flight attendants initiated one. We learned of it when we heard the FA evacuation horn (which can be silenced in cockpit). Shortly thereafter, slides were blown on the door page. Then CA called for Evac Checklist.

10. MMMX work starts about 35 N of MMMX, and about 20 miles north of Santa Lucia SLM VOR at 18,000 (on leg between DATUL and SLM). Cleared DATUL 1 C arrival and ILS DME 2 RWY 5R. In descent to SLM, approach controller gives 270 heading, descend to 14,000 and intercept 360 radial inbound to SMO (San Mateo) and cleared ILS DME 1 RWY 5.

April 26, 2019 (R9)

As advertised R9. Great instructors in all phases. WSI lesson in ground school was very helpful. RTS is exactly as scripted. They place a lot of emphasis on proper callouts, all approaches in the 1st half of RTS are to minimums so if anyone misses callouts it causes confusion. Remember once PF calls landing it relieves all other callouts under 500 ft so don't wait once field is in site. Only gotcha scenario is fo 2nd approach which is an RNAV. He gets a slats failure after takeoff, do the procedures but remember to brief the go around, QRH covers it but talk to each other and make sure you both know the fo needs to pull the speed button after basic go around procedures done. When fo calls go around flaps Capt. says no flap change, positive rate ... gear up ... then pull speed bug to 170 or below to prevent over speed. After than come back around and land. 2nd half of RTS is scripted training. Brief focuses on TPS and tailwinds, just review qrh TPS pages and always answer I would request new TPS from company.

R9 loft we did DCA to BOS, runway change. We started both engines at gate and did checklists. Instructor watches your flows but will help you out with new stuff and encouraged use of flow guide and questions it was not a test with them yet. Takeoff a few altitude clearances make sure below 10k altitude selector in 100 ft increment setting. Then Capt lost ND, but it auto switched to PFD on right screen no ND on other. Did qrh procedure look at white pages not yellow. Then wx went down in BOS and we did an approach min exercise with qrh because of loss of pfd ... held while making decisions. Diverted to BDL, first half done.

Second half as scripted, stalls not bad at all get nose over ASAP you can't over control the nose down pitch and need it now. We did an evacuation after landing because flight attendants bailed on us, Evac command went off ... go right to door page and look. You do not need to wait for checklist to kill engine with evacuation checklist. We ran the checklist methodically and were done. Know your evac responsibilities.

Lastly look at Mexico City it is a training exercise but an eye opener there is a lot there that needs to be planned and talked about ahead of time. When you have an emergency use the blue page at back and literally read and do it for all fa briefs etc, no more making it all up. If you use checklist you cover yourself and keep it standard. For example no more saying fire trucks to fa it is now AARF or to passengers emergency equipment.
Lastly we were told flight control check going back to old way May 1st in flows because they received so many complaints. Good luck there were no surprises here.

April 24, 2019 (R9)

Day 1 is as briefed in the training guide. All JFK departures are 22R with a 10-15 knot cross wind.
For the VOR 31L approach, we had a 15 knot crosswind from the right so watch the turn to final as the final app course is 29 degrees off the centerline course. Remember to brief the Eng out procedure for the 31L as you do the SE ILS to this runway. Autobrakes medium works the best for all landings.

For the RLE we had BOS-DCA. Push from gate B10 and got taxi instructions to runway 15L. Then got a runway change to 22L. Watch the hot spots and remember to hold short of the ILS critical areas if the viz is below 2 miles. Normal takeoff and climb and on descent we got the yaw damper fault. This results in alternate law and subsequently direct law when the gear is lowered. We tried to generated options but IAD and BWI were both reporting below cat 1 mins. DCA had enough landing distance available so we pressed on and landed in DCA.

The RAD is as scripted.

April 24, 2019 (R9)

Just did the R9. New intel for these flows is spot on. They are still not playing hardball. My FO used 3x5 cards to do his flows. Everything regarding R9 is accurate. I will add one thing though. Thankfully, I reviewed the MEL scenarios the night before. The yaw damper MEL is more complicated than it looks. There really is no guidance in the QRH or follow up items. You need to use the old orange book stuff. That lays our your failure. It tells you that you will be in direct law during landing after gear down. Wait until established on the glide slope at flaps 2 and speed slowed close to landing speed. Then put the gear down and call for landing flaps (3). There will be very little trim required for the approach if you do this. It also helps with the land app. Since I did it that night before, It was still loaded in the land app. Just had to verify my work using full flaps before switching back to flaps 3 on the prog approach page. The land app must shows that direct law is the fault used to calculate landing distance and speed. Instructor asked for my iPad to verify my calculations. No debrief on this part of the scenario.

Just saw the latest update before mine. Hence, I will add this: I slowed to 160 knots on glide slope before putting the gear down. I did not use the bird. I did not need to trim. It was pretty much a normal hand flown approach. 160 knots is considered a normal airspeed when landing in CLT.

April 20, 2019 (R9)

RTS spot 1 - it's been covered, but worth emphasizing, the VOR to 31L brings you in at a pretty good angle. You have to make a big left turn to align with the runway with an overshooting crosswind. Be ready for that.

RTS spot 5 - Takeoff engine failure with recovery to 31R at cat 1 minimums with a left crosswind. Be sure to get the rudder trimmed well and, if you don't already fly this way, a very light touch on the stick on final. Just finger and thumb tips touching or you will over control it. We were in sim#5 at DFW, and at breakout it seemed the crosswind wanted to all of a sudden blow you across the runway. Make sure you stay inside on the gauges and don't look up until about 75 feet or so above the ground.

All six scenarios for the RLE are spelled out in MyMobile 365 - A32F - Fleet Training 32F - A320 FT Pilot Training Guide. The flight plans are here, too. My simIP seat filler said the most used scenario is the AUTO FLT YAW DAMPER SYS FAULT. You're in alternate law with no autopilot, and go to direct law when the gear are extended (manual trim!). Slow up to approach speed with flaps 3 and let the airplane trim itself up before extending the gear. My seat filler was flying the approach, after control transfer while I worked the ECAM, and it seemed the flight directors got real jumpy on him in direct law, giving corrections that were way too much. They let me try an approach in the extra time we had at the end, and I think it was much easier just turning the flight directors off and using the bird.

April 19, 2019 (R18)

Recurrent Schedule (I present this simple overview for the newer pilots ...)

Day 1: recurrent ground school, plus door trainers (same for everyone)
Day 2: R9 and R18 are the same SIM; plus a security training class (just before or after your sim session)
Day 3: R9 do the RLE & the RAD spots; R18 do the RVA spots and the RAD spots
R9 does RLE, a real time flight for the first 2 hours.
R18 does an RVA (Recurrent maneuvers VAlidation) for the first two hours.
In general, you will be evaluated during these first two hours. Everything else is pure training.
R9 and R18 both do the same RADS (Recurrent ADvanced Sim) during the second two hours.


Dead head and Hotels

How to use CCI to book your A1D and A3D positive space travel: www.airlinepilotman.net
Check that your training hotel matches the city of your training:
AApilots/Training/Training Home/Training Management System
Tap the orange "My Training Schedule", give it a moment to populate the page. The hotel is at the top. If you need to change it then call:
CLT Training hotel: 704-359-2770; DFW Training hotel: 817-967-5194


General sim philosophies

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

Know the new flows, FIX, QRC, and Soft G/A procedures. These are newer, but strongly used. The QRC replaces the QRH for the QA and EE check from now on. PM should have it in hand promptly for every chime.

Know the TPS very well: how to apply weight, wind, and temp variations, and tailwind procedures. You should basically understand every section of the TPS, when you would need to refer to it, and how to find your most limited weights given the circumstances (weight, temp, wind variances, etc). Know when you will need to get TOGA speeds from the Perf chapter, and when you can just use the speeds on the TPS. It matters. Know where to look on TPS for when BUMP thrust is required.

Apply the FIX strategy: When you are PF and you hear an ECAM chime, failure callout, or you perform an escape maneuver (windshear, Terrain, etc) you MUST say "my aircraft" everytime!!

Let your partner fly the plane and radios in the pattern while you brief your approach.

You likely will not have a trigger to call for the Descent Checklist since this is very busy pattern work. So think of a way to remind yourself (or your partner) to call for it after briefing every approach.

Autobrakes medium is really the best way to go in the sim. Just steer and let it come to a stop on its own. Auto brakes low can be rather squirrely.

Globally assess every ECAM. Apparently an ECAM can be triggered falsely. So get a second opinion! Use your system pages, overhead panel, etc to confirm the indicated ECAM failure is real.

Every new "Ding" of the master caution indicating that an ECAM has appeared should be a trigger for the following:
PF: "My aircraft"
PM: 1) globally assess to confirm validity
2) Pull out QRC to determine IA or EE (perform these if applicable)
Capt: determine PF

After completing the ECAM procedures and having reviewed the associated status and system pages you must state "ECAM procedures complete". Don't forget follow ups in yellow pages. Follow ups are now allowed to be done prior to status / system page review at your discretion.

Ensure that your trigger to call "FLEX" or "TOGA" during take off is that you're actually reading it from the FMA! It's best not to think of this call as a command to the other pilot when you push the thrust forward. This call is a confirmation that the airplane has the thrust set you entered into the FMC.

>>> SIM SESSION Day 1 (Both R9 and R18) (Captain's perspective)

All JFK air work

1. CA Takeoff with Gusts, Landing Gear Non Normal (LGCIU1 FAULT), VOR 31L Approach, Landing with Gusts

After take off the LGCIU ECAM will silently appear. No chime nor Master Caution. Keep your scan up for it. Don't forget to brief the E/O G/A procedure for JFK 31 L/R every time. You can put JFK10 or JFK11 in the FIX page with a 1mi circle around it, and a 180 radial extending out from it, as a reminder that it's there. VOR MDA (must do math) -> DDA. Strong left x-wind AND a 30 degree left offset means you really have to be ready to bank left to align to the runway. This approach tends to leave you low – shallow your descent to avoid the 4 red VASI.

2. FO Takeoff with Gusts, LOC 22L, Landing with Gusts, Bounced Landing Recovery

Know the LOC approach procedure well.
Open descent with flaps 2 and gear down is just barely aggressive enough to descend to the FAF altitude in time. Spoilers or vertical speed might be considered. Be sure ALT* is ALT before pulling
the -3.0 FPA otherwise this approaches is fumbled. ALT* is a transition climb/descent mode, not really a true level mode. The LOC approach final descent won't work until the Death Star is extinguished and the plane is established with ALT displayed. -3.0 can be entered at 1.5d prior to FAF and it will hold. Pull at .3d. Not before.

3. FO Takeoff, Flight Control Non Normal, RNAV (RNP) 13L Approach, Missed Approach (alternate procedures)

Know how to decide if you are authorized to fly an RNP approach. See OD-8. See the SEL if you fly an RNP (AR).

In my sim I had a Slats Locked ECAM that appeared during flap extension from flaps 1 to 2 while on vectors for the approach. The procedures are a bit of a mess because the technical verbiage in the ECAM, A320 app, and QRH can lead you down the wrong road unless you are aware of the verbiage flaws. I am making a submission to get this fixed.

The exact ECAM we got was SLATS LOCKED. The QRH follow up procedure refers this issue as slats LOCKED, JAMMED, and as a Slats FAULT, which it considers all the same thing. These are different things in the a320 app! You will need the a320 app to determine your approach speed and landing distance (Always go to the a320 Land App when you see ECAM status "Landing Dist Proc Apply"). When selecting the correct failure scroll down past "Slats Fault" to "Flaps 3 and 1<slats <2", or as appropriate for your ECAM. BUT in the QRH as you proceed through the follow ups in Step 8 there is a question asking if you have a slats FAULT. I said no, and stopped. The ECAM indicated Locked, not Fault. Apparently that is incorrect. Not fair. You proceed with step 8 anyway.

Brief the GA flaps config as "no changes" for this failure. Maintain config in a GA. The approach is flown in flaps 3, so during the GA the response for the GA flaps call will be "flaps 3" (the same as they already are!).

Missed approach alternate procedures (ATC vectors) are good to review so you can select what works for you best. I was inspired from a good review to post the following:

If you are taken off the RNAV approach to fly a selected heading be careful if you then decide to hit TOGA for the go-around procedure. Depending on where your location is on the approach doing so may activate NAV to fly the published FMS missed approach procedure that is loaded into the MCDU. This will cause the aircraft to abandon the assigned heading you just entered.

If your RNAV approach clearance is canceled before the FAF but you are directed to fly the published missed approach, you might decide to use selected speed and push to level off and not go to TOGA. Upon reaching the end of the runway/MAP the FMS missed approach path will drop out leaving you "lost in space". So doing the soft go-around to activate the go-around phase, maintain the configuration, set selected speed for any RNAV Arc speed limit between the FAF and MAP and push to level off if needed to maintain a altitude. Once past the MAP, continue to fly the missed approach procedure, accelerate and clean up.

If you choose not to touch TOGA and get an empty box then you will need to enter a new destination (your current destination) by selecting a left MCDU key. Then you can reselect the approach and set it up.

4. CA RNAV (RNP) RWY 13L Approach and Recovery from a Bounced Landing, Go Around and Landing

You will get a sim induced hard landing that's supposed to be a bounce. Treat it as such and "go around TOGA". Consider delaying a moment the CLB power reduction and call for GA flaps until you have it firmly established in a wings level positive rate of climb. It will be quite mushy for a moment.

5. CA Engine Failure between V1 and V2, Single Engine CAT I ILS 31R

PM calls out "Eng Failure", ATC (use Mayday or PanPan 3x), and E/O altitude to PF.

6. FO Engine Failure with Fire (2nd Segment), Single Engine CAT I ILS 31R Approach and Landing

7. EITHER Loss of Engine Thrust/Single Engine Drift down (Crew). Maneuvers based Upset Recovery (Both)

In flight maneuvers are all memory items. The high alt drift down due to engine roll back is no exception. Both pilots must know the PM and PF procedures from memory!

>>> SIM SESSION Day 2 past 1 (R18 only) (Captain's perspective). All MCO air work.

1. CA Low Visibility Takeoff, ILS CAT III 36R Approach, Landing

Know why you need a TO alternate. If it's 5/5/5 then you need one because the CATIII SINGLE mins are 600, and that also assumes you're under max landing weight. If over max landing weight then CAT I mins apply for a manual landing. Check the OD-7 blue pages as needed.

2. CA Low Visibility RTO, Low Visibility Takeoff, RNAV (GPS) 36L Approach, Landing

Capt should immediately make PA "This is the captain. Remain Seated (3x)" for all stops on the runway. Perhaps check the doors page when you have a moment in case an unplanned evac occurs.

3. FO Engine Failure Second Segment Climb, CAT I ILS 36R, Landing

Hand flown ILS to mins

4. FO Takeoff, Engine 1 or 2 Fire Loop Fail, LOC 36R Approach, Go Around/Missed Approach, Landing

You will get a GA on this approach for the first time through it.

I was given a Hydraulic quantity loss in yellow system rather than the Fire Loop Fail. This actually triggers 2 Ecam titles to work: HYD Y RSVR LO LVL and HYD Y ENG 2 PUMP LO PR. You should globally assess each and go to the QRC for each.

When you get to the follow ups the first ECAM title brings you to page 109 which says nothing about hydraulics. I thought I had missed an update. But no! It is pointing you to the ETOPS procedure with regards to this failure. Since we are not ETOPS it doesn't apply, so you can skip it. Then don't forget to check the follow ups for the second Ecam title. This brings you to p77, which is a more recognizably titled procedure.

5. CA Engine Failure at V1, Single Engine CAT I ILS 36R Landing

Hand flown ILS to mins

>>> SIM SESSION Day 2 part 2 (Both R9 and R18) (Captain's perspective). All LAS and one MMMX

1. CA Windshear/Microburst (CA Predictive on Takeoff prior to VR 26R, FO Predictive on Approach KLAS 26L)

Know the wind shear procedures by memory. See in flight maneuvers in OM1, blue OD-6.

The predictive wind shear before v2 is purely based on your subjective judgment of abnormal fluctuations in airspeed. The wind shear warnings are silenced after 100 kts on the ground. So from 100kts – v1 it's up to you to decide to reject.

2. FO KLAS 26R Takeoff / SID / Upset Recovery (FO), Manually Controlled Slow Flight/Recovery from Full Stall (Both)

They are pushing the fact that being on the back side of the power curve up high is a very bad place to be. So do not fly below green dot up high. They will have you speed select VLS at FL380 then try to accelerate using TOGA, which basically doesn't happen. Realistic. Then hand fly with flight idle to induce the stall. It's a rough ride. There is strong buffeting with the STALL auto callout. There is no stall break where the nose will fall. The aircraft enters something like a flat stall. I saw 19K VSI down at one point. The recovery requires a significant nose down pitch for quite a while. If the side stick wont get the nose down then roll the stab fwd quickly to help it. 15-25 degrees nose down minimum for 5-9000' will be required. It is very slow to recover. As you pull the nose back to level do it gently or a secondary stall will bite you right away. The airspeed indicator lower red line (alpha max) will rise quickly up from below you if you pull too aggressively. So the secret to the recovery is to raise the nose at a rate to just to keep that lower red bar just below your indicated airspeed as it increases. If you pull too hard and the red bar touches your airspeed bug even for a moment you will get the buffet of the secondary stall right away. Do NOT use the rudder. You will get an auto callout "Stop Rudder Input!!" lol

3. CA Manually Controlled Instrument Arrival and Upset Recovery

Hand fly the arrival with manual thrust. FD on. At some point you will get a sim induced upset. ez

4. FO Low Speed Rejected Takeoff and Evacuation

The low speed RTO takes you off centerline right away. Be ready to reduce thrust promptly. I used differential braking and one short shot of reverse to pull it back on centerline. I recommend not modulating and messing around with varying amounts of reverse thrust. Just a short burst to pull the nose back, then put it away. The runway is long and you are not going very fast.


They will have you set up to go to Mavek for ILS DME 1. Then you are cleared to intercept a radial into SMO. Since SMO is for ILS DME 2 you will need to change your approach and re-brief. Check your assigned altitude of 12000 to SMO is safe using the chart given your inbound radial. It is safe.

April 19, 2019 (R9)

I just finished the new training profile. I had the RTS, the ROE and the RAD.

Day one was just as published in the training guide. No surprises. The landing bounce demo was a good exercise, even though I hope to never need it (HA!HA!) but it was good to see. Apparently the last tail strike was doing OK until the winds shifted, etc. and the bottom dropped out. This training was added to show the issues involved. So this was a good reminder that sometimes it is not your landing, but the weather.

Day two started with the ROE. We did #4 DCA-BOS just as it said in the training manual. Since I had looked at the scenarios before I was prepped for what was to happen. The loss of the yaw damper system causes some issues, but by just working thru the process it went just fine. Remember to use the audit function when you check landing performance on the IPAD. The RAD part of the session was an eye opener. The slow flight demos were unusual, but the full stall demo was awesome. Until you see the descent rate in a full stall it is hard to visualize the issues. Everything was just as published.

15-4 KDCA to KBOS. FMS EO procedure for departure. AUTO FLT YAW DAMPER SYS FAULT in descent resulting in Alternate law with no AP. Approach planned for BOS ILS 33L in direct law, flaps 3 with 800 OVC and 3 SM.

April 17, 2019 (R9)

- Spots follow Airbusdriver.net and AApilots.com (just review the slides)
- All T/Os KJFK 22R
- Spot 2: FO "hard bounce" almost felt like a hard landing - just perform a normal Go Around.
- Spot 3: FO PF. Flap/Slat issue on extension. PF "My aircraft." PM grabs QRC. No QA or EE. PF "ECAM Actions." PM runs checklist. Landing app is done in brief, so use in sim. SELECT SPEED on Go Around to not over speed flaps!! Remember check for you MAX speeds. (Performance section)
- Spot 5: CA v1 cut - "My aircraft" and track runway heading do standard procedures
- Spot 6: FO Engine failure or fire after gear retraction. Set pitch attitude 10-12 deg with "Box on Shelf" on 10 deg line. Trim rudder. AP on. Then TOGA to preform the flaps clean up.
- Spot 7: Memorize SE/Driftdown maneuver! Procedure QRH p.1. (Memory non memory item)

- Let the auto-brakes "stop" you in sim, It was squirrelly and doesn't stop well otherwise.
- Check FMA after selections! i.e. OP DES, FPA, etc... to ensure they activated (green).
- FPA pull at .4NM (early) Adjust when on g/s.
- Work on non-normal call outs. "My aircraft". Etc ... Use QRC first!! Check the clean up items and ECAM pub in MyMobile (it’s the FIXM method ... very easy)

RLE: Brief was really long!
- Know how/why to adjust wind, weight and temp for TPS. (It’s on aapilots)
- FO brief to CA: "Under assumed weight by ___(if flex). Under Assumed temp of ____. No tailwind."
-GW on ECAM only valid AFTER ZFW/ZFW CG entered from close out.
-CA reads weight off lower ECAM. Compare with TPS.
-MAX/TOGA weight compared to PTOW. Can be PTOW+2000#
- A couple of slides from exterior inspection with obvious answers. Review the slides with answers. This was easy.

15-4 KDCA to KBOS. FMS EO procedure for departure. AUTO FLT YAW DAMPER SYS FAULT in descent resulting in Alternate law with no AP. Approach planned for BOS ILS 33L in direct law, flaps 3 with 800 OVC and 3 SM.

I was the pilot flying (FO) ECAM came up as we started the initial descent into BOS. Say the standard "my aircraft" then go through the standard FIXM stuff. Big thing to remember is run the landing app and select "direct law" and use the audit tab to ensure you selected the correct approach speed. It’s a hand flown auto-pilot auto thrust off approach in direct law (after gear extended). Overall very easy!!!

Pro tip - wait to fully configuration (flap 3 and gear) until you reach GS , this way the plane will still auto trim until the gear is extended (go into direct law) I did this and I only needed minor trim adjustments manually.

April 9, 2019 (R9)

- Spots follow Airbusdriver.net and AApilots.com
- All T/Os KJFK 22R
- Spot 2: FO "hard bounce" not really hard, but treat as such. GO AROUND!
- Spot 3: FO PF. Flap/Slat issue on extension. PF "My aircraft." PM (CA) grabs QRC. No QA or EE. PF "ECAM Actions." PM (CA) runs checklist. Landing app is done in brief, so use in sim. SELECT SPEED on Go Around to not over speed flaps!!
- Spot 6: "Consider" staying at MCT for FO V1 cut. Track centerline with rudder. Set pitch attitude 10-12 deg with "Box on Shelf" on 10 deg line. Trim rudder. AP on. Then TOGA if desired. I stayed in MCT. It went fine.
- Spot 7: Memorize SE/Driftdown maneuver! Procedure QRH p.1.

- Use MED brakes in sim & track with rudder. Let sim stop itself. It is squirrelly and doesn't stop well.
- Consider not going to TOGA at V1 cuts. See Spot 6.
- Check FMA after selections! i.e. OP DES, FPA, etc... to ensure they activated (green).
- FPA pull at .4NM (early) Adjust when on g/s.
- Work on TOGA fallouts, all types. Practice w/ CA if able.
- Work on non-normal call outs. "My aircraft". Etc ... Use QRC first!!

RLE: Brief was really long!
- Know how/why to adjust wind, weight and temp for TPS.
- FO brief to CA: "Under assumed weight by ___(if flex). Under Assumed temp of ____. No tailwind."
-GW on ECAM only valid AFTER ZFW/ZFW CG entered from close out.
-CA reads weight off lower ECAM. Compare with TPS.
-MAX/TOGA weight compared to PTOW. Can be PTOW+2000#
- A couple of slides from exterior inspection with obvious answers. Review the slides with answers. This was easy.

Scenario 15-3: KBOS-KDCA; CA PFD DU fail.
- Print or scan to iPad each flight packet (there are only 3) for ease of use. Also good to print out the spots for RTS/RAD so you can follow the list and know what's coming up next!
- We felt really rushed as brief was long and we were given 30 minutes to prep/load box, etc..
- New checklists not too bad, but still a little rough. Consensus has been to do all up to Before takeoff "to the line." Don't whine about them! ***Read all the expanded notes in OM1!! They will debrief in detail! (Ask me how I know!)
- Don't complete "Below the line" until short of rwy for takeoff!!!
- Dial in 121.5 (guard) in radio 2!
- Altitude call: PF calls 1000' prior, but BOTH pilots are supposed to STOP everything and ensure alt capture!! (CA was ack, but was busy loading our alternate stuff into box).
- Confirm EVERY flight plan change no matter what/when. Even when entering expected restraints when verifying approach.
- Landing app: don't forget Autoland and CG >25% toggles if applicable!!
- CA call for "flaps up" only after clear of rwy!! About 150'. Can use the enhanced holdshort signage/line on taxiway as guide. It is pretty far!
- MCDU protocol: PM PERF for takeoff; PROG for approach. PF FPLN.
- Practice talking through Go Arounds. Even if it is on descent.
- CA had tabbed her QRH. This was super helpful since she did most of the emergencies and I flew.

Scenario: I was PF. We knew what was coming so we had game plan which was to divert since weather was meh, it was DCA (too many violations) & CA had 1 DU. There was low temp (3deg C)/mist on taxi out, therefore we had to do engine run-ups. See OM1 procedures & bookmark or snapshot for easy reference.
We preloaded EO MA at KDCA on preflight. CA was concerned about gas on arrival at DCA so asked for more. (Actually have plenty of gas due to sim speed up!)
Takeoff to cruise normal. CA PFD fail when with Potomac Approach. CA ran checklists. We were directed to holding for DCA "issue." Remember to report in and out of holding. CA determined we could land CAT II, but did not want to with conditions as stated previous. We requested divert to KIAD. Got RV to fix for KIAD 01R. Loaded new destination and approach NO STAR into box. I flew CAT I and landed. Clear rwy (previous note). DONE.
Short break - 5 min!

- Basically show and tell
- Follows syllabus except switched 4 & 5 (EVAC is last)
- All takeoffs KLAS 26R
- All approaches KLAS 26L, except MMMX.
- Spot 1 - Instructor showed us all the Windshear visual and aural warnings on sim. FO has to fly approach through all to windshear warning and mandatory TOGA Go Around. Make hard turn to right (over airport, away from terrain). I flew it manual so it was easier.
- Spot 2 - FO takeoff and gets upset as you are heads down entering DIR TO in box! Kinda realistic!
- Spot 3 - CA manual instrument approach and suddenly get upset going through wake turbulence.
- Spot 5 - Look at MMMX!
Bookmark "Radar Mnm Alt" chart in ref tab. When given RV to new point (SMO) refer to this chart to see if it is ok. It will be 12000' and yes.
Directions: Descend to 12K, heading 240, intercept the 360R inbound to SMO (NOT SLM).
I think we were given ILS DME 2 05R, but that approach is defined off MAVEK. When directed to SMO use ILS DME 1 05R. MAVEK and SMO are basically same spot but different approaches.
Read notes on ILS DME 1 below MA instructions. Restriction of 160 knots at SMO!!! Crucial prior to RF!
Get configured way early!
He gave us choice who would fly. CA was PF. You can't select APPR til after turn in. Can't remember if we landed but it was normal ILS approach.

DEBRIEF: It was all about the RLE. Took an hour! Really detailed notes about everything. Best of luck!!

March 25, 2019 (R18)

I just completed the new cycle R18 in CLT. It was pretty straight forward with just maneuvers after maneuvers. I will input a little but not much to say.


1. Minor LGCIU1 Fault on ECAM. Still have green triangles on wheel, good to go. Quartering tailwind on approach, switches to xwind. Brief EO for 31L but not needed. Now are given choice to do all ECAM boxes in order, or do follow ups before finishing the status items. When all done, "ECAM checklist complete" (don't know when that verbage was put in manual).

2. LOC22L, bounced landing. Our sim did not have a loc only in MCDU so we had to select ILS22L. Hard to know whether we actually bounced or were still on the runway, but instructor wanted us to treat as a bounce. Normal go around but wait a bit on flaps so while retracting you don't sink again and hit the runway. Sim instructor suggested putting a 1 mile radius around FAF (ZALPO). It was a great visual confirmation that the down arrow had you in position to be ready for the .3 nm descent. Easier than looking at mileage count down.

3. F/O Takeoff. Slat/flap fault. Slats stuck at 2, flaps worked fine. Speed select so no overspeed while working ECAM. As reported before, make sure you have correct config chosen on the land app abnormal. Understand how to use green toggle on "use FMGC VREF" on the non-normal land app.

4. Capt bounced landing. Same as before but there was no question you bounced hard, another go around.

5. Capt engine fail at V1. Nothing new here. trim, look at BETA target and trim more if needed. Hand flown ILS, trim Beta target again once stable on glideslope and it works well. Talk about EO with tower so they know what you are planning, review Non-routine landing considerations in QRH so F/A's know what to expect.

6. F/O failure at V2. Same procedures again. Instructor said they needed to see a single engine go-around. Lots of rudder needed!!

7. High Altitude Loss. As reported before, not a memory item, but you better know what the procedure is or you will be coming out of the sky fast while you search QRH. Don't worry about ECAM engine fail. First fly and get MCT and Autothrust off.

Day 2 is the RVA. Just more of what you did in RTS. ECAMS, Approaches and go-arounds.

Day 2 RAD: All training. Windshear, Hand flying with upset recoveries and full stalls. Low speed reject wants to put you in the grass. Full nose down, no autobrakes. Evac was already being done by FA's before we had a chance to see door page for slides blown. (ecam page was full of engine fail items). Excellent training and all instructors were excellent. It didn't seem like the "old hurry up or we will run out of time". Work on new checklist verbiage, but the instructors realize this is all new. Just come in prepared as best as you can and they will appreciate it.

March 25, 2019 (R9)

Just completed CQT/R9 on March 24, 2019. No surprises. Everything that takes place in the sim on days 2 and 3 is on aapilots.com under the training tab. The loft scenario failures have not changed. We flew DCA-BOS. It took about :45 to get to the end of runway 01 because of the new flows and checklist. Check airman was terrific. They get it. They can tell in the first five minutes if you have spent anytime preparing. They understand things are going to proceed SLOWLY. There is a new fix on the DCA 10-7 pages in lieu of WTHSE. The MCDU won't take it so we put in WTHSE for situational awareness. No gotchas. On the ROBUC3 arrival we had an AUTO FLT yaw damp sys fault. Completed ECAM, follow-up, ECAM supplemental. Pretty straight forward. FO did all the flying so I can't comment on how difficult that was in alternate law. Slight confusion for me was the status page says to use VREF +10. NON Normal Landing app gave Vref +15. Using audit would have helped but I forgot. Landing app gives you the Vref+10 +5. VLS Flaps Full on PERF pg was 120kts. We typed in 135kts VREF from the LDGing app. In debrief CK Airman said we did it right. Cooperate Graduate.

March 24, 2019 (R9)

Day 1 std ... follows script.
R9 Loft DCA-BOS: dept Rwy 01 ... Follow guidance in 10-7 pages ... WTHSE 1.0 ring and eng out loaded in rte2 ... normal till just prior to descent on Robuc arrival into BOS.
AUTO FLT A/P OFF FAC 1 FAC 2 ALT LAW Ecams. FO hand flew arrival and approach ... ILS33L ... Land ... done. Declared Pan Pan Pan and asked to slow on arrival. You are pretty busy doing ECAMs etc ... ldg distance off Direct law. Great CKA RAD very beneficial. Stalls, slow flight, MMMX arrival and Windshear procedures!

March 14, 2019 (R9)

Sim Day 1

RTS - all approaches at JFK

Spot 1 - CA Takeoff, LGCIU1 Fault. FO grabs QRC and works through the list. CA assigned FO as flying pilot, then worked through ECAM and QRH follow ups. CA briefed JFK VOR 31L, then flew approach to landing

Spot 2 - FO Takeoff, JFK LOC 22L (be sure to select correct approach from box, ie, if LOC approach is advertised, look for LOC 22L in box first, then if none found, select ILS 22L, using no GS mins). Bounced landing and go around. Bounces in box simply look like a hard landing, poor replication of actual bounced landing, IMO.

Spot 3 - FO Takeoff, Flight control non-normal. We had Slats lock/fault. Flaps still worked. As soon as you recognize Slat or Flap Fault, go to selected speed to avoid over/under speed condition. Use Land App for non-normal. Be careful to select correct non-normal, there are a lot of Slat/Flap combinations to choose from. I had originally planned to make a Flaps 3 landing so GPWS Flaps 3 and MCDU Config 3 were selected. Be sure to reselect MCDU Config Full on the Perf page, and apply the Vapp speed additive, as per procedure. Completed RNAV RNP 13L

Spot 4 - CA Takeoff, RNAV RNP 13L, recovery from bounced landing

Spot 5 - CA Engine Failure at V1, Single Eng ILS 31R. Nothing unusual here

Spot 6 - FO Engine Fire and Failure at V2, ILS 31R. Consider reviewing Non-Routine Landing Considerations, back of QRH-OD pages.

Spot 7 - High Altitude Engine Loss, driftdown. Though this isn't specifically called a memory item, it really is one. At high altitude, you will slow to green dot quickly. Know what to do as PF or as PM for this situation.

Upset Recovery for CA and FO. Straightforward.

Sim Day 2

LOE - DCA to BOS. MEL for one missing static wick. Take your time with the briefing, especially the 10-7 pages for the departure from RWY 01. Also be sure to enter the Single Engine departure from the 10-7 pages in the Secondary Flt Plan. Our takeoff alternate was JFK, so you could include that in secondary plan, too.

Simple reroute. During flight, CA PFD fails. Weather was low in BOS, so we could not shoot CAT III approach. Diverted to BDL ILS 24. Very straightforward.


Spot 1 - Windshear/Microburst at LAS
CA Predictive on Climb out 26R
FO Predictive on Approach 26L; Predictive warning does not come until 300-400 feet AFL. Be ready! Remember, if it's just predictive on approach, you can use a normal go around, allowing for reconfiguration. Once you get a reactive warning, you must use the escape maneuver.

Spot 2 - FO LAS 26R Takeoff, Automation level 1. Hand fly through at least two fixes. We departed on the COWBY departure. Slow Flight at altitude illustrated low thrust effectiveness, high sensitivity of pitch/roll control. CKA had us each go into a deep stall from FL380. Lots of heavy buffeting. Recovery requires plenty of forward stick. Do NOT rush recovery. Very easy to enter secondary stall.

Spot 3 - CA Hand flown TYSSN arrival through two fixes. Upset recovery

Spot 4 - FO takeoff; Predictive windshear warning prior to V1; takeoff aborted

Spot 5 - MMMX ILS DME 2 Rwy 05R with last minute change to ILS DME 1 Rwy 5R. Emphasis on early speed reduction and configuration. With approach change, you'll be given a vector to join a radial into SMO. You must be sure to check for minimum safe altitude while on this vector. I had MEX hard tuned and compared radial and DME to 10-1R chart. Be sure to check for single engine Missed App Procedure, too.

With new FIX strategy, emphasis that you can do what you like when reaching Status page of an ECAM procedure. Complete Status right away or skip it to look at QRH follow-ups.. whatever seems appropriate. Be sure to check for Follow-up procedures, either way.

We were the first recurrent group to use the new checklists and flows. The SIMPs/CKA understand we are still learning these. Ours gave us plenty of time to get them done. Don't sweat this stuff now, but learn it. They'll expect more out of us in a few months. The Flow Guide Chapter of the new Vol I OM is a good reference.

March 13, 2019 (R9)

First Day of New Scenarios and Flows/Checklist, 12 Mar 2019. The Check Airman were, themselves, getting used to the new flows and checklists. They stated that no one would be 'busted' on checklist or flow accuracy, the fact of trying to comply with new challenges and responses were extremely distracting and took focus and attention away from the non-normals.

We had new R9 scenario 15-2, BOS-DCA. We were in GSWs new simulator #7 (A-320, Enhanced, CFM). Had time to run the Origination Flow and muddle through the new checklist and responses. Simulator puts you in the old section of our BOS terminal. CKA said he understood the gate is no longer ours (35) and to disregard the delay of engine start until reaching start diamonds. It is 50 degrees and BR so I put EAI on. **Debrief item: if you think you need EAI and put it on, you MUST do the required engine run ups (70% for 30 seconds..I did not do the run up).** Winds 210/15, ATIS departing Rwy 15, Rwys 22L/22R closed. Started both engines, justified by new procedure that allows flight control check BEFORE taxi if both engines started. (This is an example of their stating these latest flow changes are partly based on what line pilots are actually doing: I brief and do flight controls before taxi, in ramp, whenever I need FO heads up during taxi). Finally taxiing toward RWY 15 when we get a runway change to depart RWY 22L (in real life, it's not often used for departures). I elected to hold short of TXWY N, while FO entered FMC and we both re-validated and re-briefed. Also requires re-running the new Before Takeoff checklist if done (it was). Crossed 3 runways (all external lights on, clear left/right) for departure on the Logan 2. SID is non-RNAV, so if the FMC turn-heading is the same as clearance/published SID, you do not have to set heading (I set 140, even though FMC coded turn H140, CKA critiqued that). Uneventful climb out until level off. ATC leveled us early at FL260 for a final, so we updated the Cruise Page FL260. ECAM AUTO FLT: FCU 1 failure. FO announced 'My Aircraft', I checked CRC for QA or EE and then gave FO radios as well and ECAM action. Only ECAM is Check Baro Settings. All good. QRC follow up (Enhanced!) offers you an approved, in flight Computer Reset procedure. I reviewed the general resetting procedure at the beginning of the section and CKA liked that as it's a hot topic (resetting of circuit breakers). No change, FCU remained failed. "Clear Auto Flight" (not ECAM).."Clear Status"..Manage the FIX, but basically done, no operational effect. It seems this scenario is the simplest of the 3 non-normals but is pared with the most challenging normal operation (DCA). We were cleared the CLIPR2 RIVER Visual 19. Checked the table that says to load RNAV-F into FMC. It is a VISUAL approach, minimums are now field elevation plus 250'. DO NOT deselect navaids. Flt Standards has adjudicated this question and decided that this is more 'visual' than 'RNAV' and they do not want the deselection. But do, as in ALL RNAV STARS and SIDS, check both Prog Pages for GPS PRIMARY / ACCURACY HIGH. Brief the myriad pages regarding P-56 and put WTHSE in fix page with 1 mile ring. On the approach, just before the final adjustment turn, pointing right at the White House, Tower instructs a go around. If you don't keep it in NAV you are violated..we insured proper path while FO executed a soft go. Tower gave us vectors to expect "Visual Approach to RWY 01, winds now from north. **Debrief item: I had only been to DCA twice and did the Mt Vernon Visual. So I was locked into loading and briefing (for the flying FO) the Mt Vernon Visual. Clearance was simply VISUAL RWY 01** So better to load ILS as AA visual approach procedures instruct us to put in an approach that has vertical guidance as a back up if possible. ILS was not turned on, so simple 3 to 1 rule to PAPIs worked for a full stop. Overall good scenario, fair and the only time we felt rushed in real time was after the go around and setting up and briefing the second approach (including the 1 Eng MA procedure for RWY 01 in secondary). We requested delaying vectors to get it all accomplished.

RTS/R9 DFW March 8 2019 (Training Cycle that expired March 11)


The only thing I can add to the RTS is what was covered in the missed approach "alternate procedures", of which there is little in our manuals:

If you are taken off a RNAV approach to a heading be careful if you decide to use a TOGA go-around procedure. Depending on where your location is on the approach doing so may activate the published FMS missed approach procedure that is loaded into the MCDU. This will cause the aircraft to not fly the assigned heading but fly the missed approach procedure.

Conversely, if your RNAV approach clearance is canceled at a intermediate altitude before the FAF but you are directed to fly the missed approach, if you decide to use selected speed and push to level off and not go to TOGA at least momentarily to activate the FMS go-around phase, reaching the end of the runway/MAP the FMS missed approach path will drop out leaving you "lost in space".

In the first example I just maintain the assigned heading and vertical speed to the new altitude while maintaining the present configuration. Then reload the approach making sure to add a Via as needed to be able to sequence the fixes properly with their proper altitudes. By not going to TOGA the previously flown approach will not be will not be automatically added to the flight plan at the end of the missed approach. To reload the approach you will need to get out of the Approach Phase. To do that enter a new destination (which is obviously your current destination) so as to be able to reselect the approach. Entering a new destination can be done from any left MCDU key when on the F-PLN page (including F-PLN Discontinuity) except the destination waypoint.

In the second case I like to do the soft go-around to activate the go-around phase, maintain the configuration, set selected speed for any RNAV Arc speed limit between the FAF and MAP and push to level off if needed to maintain a altitude. Once past the MAP, continue to fly the missed approach procedure, accelerate and clean up.


DCA - BOS. Yaw Damper 1 + 2 Fail. Direct Law with gear down. BOS ILS 33L to a landing.

After gear down you get a Direct Law ECAM to work through. A long approach followed by intercepting the glide slope early to get in trim - then - gear down will help facilitate that. The C/A even mention in the debrief that the OM now allows us to configure out of sequence (?) and that we could have intercepted the glide slope on a long final, selected Flaps 3, let the aircraft trim up, then go gear down into Direct Law.

One final thought to ponder even going into the new training cycle. Once ECAM was done and I knew that we would be in Direct Law for landing I called "Pan-Pan" and asked for vectors and a altitude. I thought getting off the STAR would simplified things for the hand flying F/O. In the debrief the C/A said they had the scenario set to go both ways; stay on the STAR or not. I was told that either choice is OK but if you choose to go off the STAR the sim profile has "ATC" load up the pilot flying with headings and vectors. In the debrief my F/O felt that staying on the STAR even with all of its crossing altitudes and speeds would have been easier for him. Oh well, live and learn...
March 7, 2019 (R9)

We are at the end of the current training cycle so RTS/RAD spots and RLE will be changing, but I'm not sure when the crossover actually occurs. We were R9 which has RLE/RAD for Day Two. Always study the RGS, RTS. RLE/RAD and Walk Around slides. They are a great study guide. Review triggers, flows and callouts to knock off any rust. The blue OD pages at the end of the QRH are a must and the review slides will take you through them nicely.

The RLE was DCA-BOS. Preflight setup includes setting up the TO engine failure in the Secondary Flight Plan. Also make sure to set WTHSE 1.0 on the Fix Info page as a reference. A thorough brief will set a good tone for the flight (as always). Yaw damper 1 & 2 fault just prior to beginning the descent on the arrival into BOS. Fix Strategy. FO was already flying the leg and remained PF. ECAM Action. FAC 1 & 2 would not reset. Fault remained. Associated Procedures will include F/CTL ALTN LAW. Review the status page. A few things of note are AP 1+2 INOP, CAT 1 only, when landing gear down aircraft control will revert to DIRECT LAW, and LDG DIST PROC apply. There is no ECAM follow-up in the QRH. Go to the A32F ECAM Supp Manual for review for Yaw Damper SYS with a link at the end to take you to the pages to review DIRECT LAW.

At this point there are a couple things we did to manage the workload. PAN-PAN, PAN-PAN, PAN-PAN. Use it. It's free. I advised the controller that we lost some automation and that we would like some relief during the arrival. Also I asked the controller to call ahead and advise BOS approach that we would like a longer final approach. Controller cleared use to descend directly to a lower altitude and gave us a speed alleviating the need to comply with all the altitude/speed restrictions on the arrival. This lowered the hand flying workload for the PF. Flight directors were still available and used all the way to landing. Configure early enough to allow the PF to get acclimated to flying with manual trim in Direct Law.

The YD failures were not significant enough, in my opinion, to constitute the need to talk with dispatch or any briefing to the flight attendants (confirmed in the debrief). This helped keep the focus on flying the aircraft and preparing for the approach. Weather was 800 and 2 at the time so a CAT 1 ILS was planned and executed.

Landing Distance Procedures require the use of the Land App Non-Normal landing distance procedures. Select DIRECT LAW as the Failure. Turn on the "Use FMGC VREF" radio button. The landing will be made using flaps 3 as required, but make sure to use flaps full Vls from the FMGC for your Vref number in the app (Friendly reminder Vref = Vls). The Land App adds the failure APPR COR of 10kts along with a Delta VREF of +5 (Vapp = Vref + DeltaVref + APPR COR). Frankly, I was a bit rusty on using the non-normal portion of the Land App, and I ended up with an approach speed 10kts higher than necessary.

We landed without any issues and taxied to the gate. We passed, and during the debrief we discussed the use of the Land App Non-Normal in more detail. If so inclined the Performance Manual A32F is a good review for "Vapp Determination with a Failure." No other areas of note to discuss in the debrief.

The RAD was straightforward and enjoyable. The Unreliable Airspeed demonstration was a great exercise, and really solidifies the old school concept of basic pitch and power.

As a check airman stated during Human Factors some years ago, "Training is the line pilots' opportunity to hone skills to do our jobs more effectively and at the highest level."
February 11, 2019 (R9)

Completed R9 at GSW. Spots were just as advertised.

RLE was much more straight forward than what others have posted. DCA-BOS. No tailwind issue with takeoff, no runway change. Takeoff north so ensure all is done as required and mentioned in other posts. Extremely average flight (a few direct to fixes, but no re-routes that involved thought) until close to top of descent. FAC 1 fault only. This resulted in no practical impact. ATIS was advertising RNAV visual to 33L which is what we got and flew. There is no published missed on the RNAV visual. Once on tower we asked what their VFR missed is. They advised heading 060 and 2000 which is what they issued when we did actually go missed. On short final tower sent us around due to traffic on the runway. Normal go-around with vectors back to straight in visual to same runway. We used ILS for back-up. Normal approach and landing. RLE done. Based on the other feedback, it appears we got a very basic script. Increased emphasis on prompt 2 way communication with the back during the evacuation scenario at the end of session.

January 31, 2019 (R9)

Start to taxi out normal. Had a 10 knot tailwind we had to account for on tps. Departure was well briefed to include Prohibited airspace. Entered WTHSE in fix page per 10-7b1. Trip was normal until just prior to the descent on ROBUC3. We then had FAC 1 & 2 failure. The Autopilot fails with this and you will be left hand flying the arrival and approach. The FAC ECAM is to turn each one off then on. If does not work then off. Does not require a follow up.
There is a landing distance computation with ECAM. Select non-normal then under Failure select "Direct Law"... not Alternate Law. Then check the aircraft's CG. If greater than 25% select the switch on. Fill in the right side. Use FMGC Vref switch on. Then enter FMGC Vref for flaps full. We used the ILS 33L and broke out at 500'.
Things we could have done better ... tell ATC we have an issue and get RV to final (could use Pan, Pan, Pan). I messed up the landing distance problem by incorrectly entering the Vapp. We were a little faster than required.

January 16, 2019

The brief was off the slides although done in a very casual and easy to learn method.The loft portion was very straight forward. We did DCA RWY 1 to BOS 33L. Do all the stuff you're supposed to do from the company pages and you're golden for takeoff. Remember to see NAV three times. Before start, taxi, and by 200 ft. Normal TO to Cruise, on descent into BOS we got AUTO FLT AUTO PILOT, YAW DAMPER 1 and 2, and ALTERNATE LAW. Checked the QRC and ECAM exceptions and of course nothing. Using the fix strategy, I did one ECAM at a time, I chose to look for a follow up to each when I got to the status page. CKA said that was fine because the fix strategy is a guide. He said most people clear the status then go to follow ups. Good luck finding a follow up. All I found was a reset which was for ETOPS. So after the follow up search the "emergency" was over. Added hand flying to the threats. I looked at the non-normal landing consideration checklist, I decided nothing needed to be done. No call to the back, or dispatch and no emergency. The FO hand flew the arrival and approach to landing. I gave her a break so she could double check my work on the landing app. She flew a very nice approach and landing. Stopped and Sim over. Second half is as advertised and very good learning experience.

Landing APP. Be sure to select Non-normal. Under flight controls select direct law because it's the landing condition even though it gives the same answer as alternate law, use the CG>=25%. USE the Audit button. The speed you fly is a little confusing because of different terminology. In the audit it lays it out for you very clearly.

January 13, 2019

Just finished R9 on 1/12 previous posts do a good job of covering what to expect. While doing the unreliable airspeed at FL 350 the QRH has you do climb power with 3 degrees nose up. The instructors are suggesting that FPA 0 with about 80% N1 will give a good reference to start with. When I used the power settings recommended on the chart the air speeds were all +/- 10 knots of target value so not really definitive. We had one pitot fail at FL340 and the other one at about
FL330 so actually had both CA & FO's failed. Turned off #1 ADR and then descended some more to find out the FO's was failed. Turned off #2 ADR and event over. Did the Rnav visual to SKBO, expected to do a missed approach with engine failure but just landed. High TAS for touchdown. With the low speed abort you can easily end up in the weeds. When the engine fails you have one engine at flex/TOGA and the other at zero thrust. At the failure point the rudder has minimal authority. The most effective way to have directional control is to use full down elevator and remember that auto-brakes haven't armed yet so use your brakes. We did the DCA-BOS leg. Ecam message we lost both yaw dampers so A/P failed. Hand flew robuc and ILS 33L. Instructors provided low stress but informative training session.

January 9, 2019

My last flight after 38 years with USAirways/AA. Flight 744 LAX-PHL. They took my set of keys to the Bus and booted me out the door. It has been great working with all of you and thanks so much for all the memories!

Bob Sanford

December 26, 2018

R-9 was pretty straight forward - everything that was on Airbusdriver.net and EXACTLY what was on MyMobile365 under My Publications / A32F / Fleet Training A32F / A320 FT Pilot Training Guide then under table of contents RTS Recurrent Training Simulator.

Day one is ground school etc ... Day two is training and first look practice with V1 cuts and the new "FIX" strategy for ECAMS ... Too simple really ... Day three was LOFT. There is a number to chose from but it is either DCA to BOS or BOS to DCA.

I got DCA to BOS ... Runway one so be sure to go through mandatory briefing items (P56 / Wthse fix / Nav in Blue etc.) Let the F/O FLY!!!!!! On way to BOS you lose the captains PFD Display Unit (it goes black) ... It is cat III in Bos and the blue pages say you must have 2 DU's to fly CAT II ... Even though the PFD is actually working and on the display unit failed (the PFD reverts to the ND side. The White pages, page 25: Display Unit - "Blank, Distorted, or Displays and Amber F" have some follow up actions ... basically pushing the switch or turning on then off BUT you won't get it back!

Ask to Divert and Dispatch gives you direction to go land at alternate BDL ... it's IFR but good enough for F/O to shoot Cat I.

Part II of Day III was more training - the Unreliable Airspeed was fun actually ... It helps to note your speed and N1 setting at the time of failure but for us antique guys its +3 degrees pitch and 80% N1 (power) ... use the Flight Path Vector button too and put the bird on the Horizon - make the F/O do the checklist on White Pages QA 14 ... make sure he has correct A320 and either CFM or IAE engines.

December 6, 2018 (R9)

We were given the CLIPR 2 ARRIVAL to Runway 1 for the Mount Vernon Visual. The first officer was flying and the weather was marginal so he suggested and briefed the ILS 01. During the descent, both autopilots kicked off and three ECAMs appeared. As best as I can remember, they were AUTO FLT AUTO PILOT, YAW DAMPER 1 and 2, and ALTERNATE LAW. I worked through each one and then got to the STATUS page. I decided to review by suggesting to the first officer that since we had flight control degradation and marginal weather conditions, it did not make sense to attempt a landing at DCA when IAD was right next door. He agreed. Using the new app, I called dispatch to run the idea by him. Unfortunately, he told us that IAD was now closed as were other appropriate airports in the area. I finished up the FIX strategy and did a non normal landing assessment as per the ALTERNATE LAW procedure. My thinking was that since the ECAM said we had lost Alternate Law, I chose it as the failure for the calculation. It also said that Direct Law would be working during landing. The F/O questioned this, so I let him look at it while I flew. When he checked DIRECT LAW as the failure, he found the landing length to be the same as ALTERNATE LAW. We discussed it during the debrief but the check airman didn’t make a big deal about it one way or the other. Just be aware that you won't find yaw damper as a fault under F/CTL in the Landing App.
For the low speed reject, we were on 26L at LAS. I managed to keep the aircraft on the runway. As soon as we stopped, however, a very loud, shrill, ear piercing aural tone was set off. It sounded very similar to a home smoke alarm. We did not know how to silence it, so the check airman helped out with this by resetting the evacuation command push button on the captain’s overhead panel. He then directed our attention to the door page. All of the slides were now showing amber. The flight attendants had performed an uncommanded evacuation from a perfectly good airplane without communicating with us. With the engines still running, slides hanging out all doors and windows, and passengers now on the runway surrounding the aircraft, we had no choice but to run through the evacuation checklist.

December 1, 2018

I just completed my R9 as a captain. The scenario has been covered extensively here, and was very helpful, but I do have one thing to add. We were given the DCA to BOS scenario. Just prior to holding, my PFD went blank and switched to the Nav Display. The FO was already flying, so we made sure we entered holding correctly and told ATC we'd like to stay in holding while we handled a minor mechanical issue.
We did the QRH procedure found on B-index 'Display Unit'; 'Blank, Distorted, or displays an amber "F" ' on page 25.

When I got to 'EFIS Display Unit is affected (PFD or ND):'
(1) PFD/ND XFR ... As Required, I used the transfer button to see if the information on the ND would switch to the PFD, but it didn't. It did however swap the PFD and ND information on the ND, but I interpreted it as NOT restoring my PFD. Since we did not restore my PFD SCREEN (even though the PFD info could be displayed on the ND) I felt we did not have two PFDs to fly the CAT III to BOS (the weather was 800, 800, 600), so we diverted to BDL.

In retrospect, I'm not sure if displaying the PFD INFORMATION on my Nav Display constituted having two PFDs or not, and unfortunately, I forgot to discuss that in the debrief. So I'm not sure if I could have continued to BOS to shoot the CAT III or not. But diverting to BDL was considered an acceptable decision.

November 21, 2018

Just as published. Day one sim went as published earlier. High emphasis on new flows and new ECAM procedures. Videos on AApilots really helped for new ecam callouts. Day 2 Bos Dca. Pushed low visibility told to hold short of November on the way to 15R. Giving runway change to 22L. We pulled up performance at get expecting the change. All lights on for runway crossing. Hold short of ILS critical hold short line due to below 800/2. RVR improved above 1800 so copilot flew. Normal to cruise. FCU1 fault in cruise. Called dispatch on phone(*21) concurred on continuing to DCA. Could not shoot RNAV because of FCU. WX 4000/8 just shot river visual to 19 with RNAV backup. Was told to go around at 300feet in final turn and was given a 185 heading for vectors for ILS 01. Don’t forget to load the engine out missed into secondary. Landed and game over.

November 11, 2018 (R9) CLT

DCA>BOS. 25 mins to push. CDL on missing Static Wick. Uneventful taxi/ takeoff. Cabin Pressurization had high rate of ascent on climb out but instructor said since they loaded new software for coming stall profiles (next year) they've had lots of little issues. After level off FL270 Capt's ND failed. BOS = 1/16SM so we couldn't do CATIII. Talked to SOC/MOC on iPad App, divert to filed alternate BDL. ILS 24 BDL uneventful.

Spot: FL350 Engine Failure, Drift Down. Must go MCT Auto Throttles Off, Open Decent, Selected Speed Green Dot.

Spot: Hand flew LAS Cowboy Departure, unreliable airspeed.

Spot: 15SM SW LAS 7,000' at night. Airport in sight, cleared for visual 26L. Stay at Min Safe Altitude until established on approach path.

Spot: N of Bogata, Columbia. MCDU is programed for VULAM 3 Arrival, ILS 13R. Switch airport around, must do RNAV Visual 31L from AMVES. Lots of MCDU reprogramming, including secondary.

Great instructors and low stress learning environment as usual.

November 11, 2018 (R9)

BOS/DCA loft leg: Failure of Captian's Primary Flight Display - DU fails so PFD transfers to ND. There is no ECAM, QRC, QRH or supplemental procedure for this. Use aircell to contact dispatch and MOC. Weather in DCA is below CAT I minimums so reference OD11 to verify you are legal for a CAT II approach (note you have to have minimum of CAT III Single in FMA to conduct a CAT II approach per OD 9). Weather goes below CAT II minimums so holding. Check your reserves, holding time and fuel to alternate which is IAD. End up diverting to IAD - end of scenario.

October 14, 2018 (R9)

Similar to the other entries here, with some differences.

First, we went to look up the ice shedding time intervals while on taxi out from BOS; what a cluster. It was nearly impossible to find as we wanted to be sure we were right (it is a checkride after all), but it's buried in the OM Vol 1:

CFM: 70% of N1 for 30 secs at intervals not greater than 30 min. If in FZRA, FZDZ, Freezing Fog, or PLUSSN: 70% of N1 momentarily at intervals not greater than 10 min.

IAE: 50% of N1 momentarily at intervals not greater than 15 min.

Second, the ride itself was so far removed from any sort of reality that it seemed designed to drive any normal pilots nuts. It just felt like such an absurdly unrealistic scenario.

We had an FCU#1 fault, which leads to an almost "do nothing" ECAM (when the system doesn't reset using the QRH follow up procedure). Having only one FCU computer does prevent an RNAV approach, which then leads to long discussions and confusion re: doing an RNAV visual - is that really the kind of stress we need on an R9 sim ride?

Then we had repeated runway changes as DCA was turned around, and so forth.

We had a great, experienced FO and CKA but still ... a profile like this is was just a nightmare.

In strong contrast, the post-checkride second half was very informative and useful. Just wish we didn't have to bleed so much to get there.

October 12, 2018 (R18)

Great debriefs from 9 and 18 August. Additional points:

RNAV RNP - brief the top of blue pages to include SEL check for equipment, F-4 pages, 10-7 pages, and talk about the turn radius and associated category speeds in case of MA during arc turn.

PM monitor progress page during LOC while on FPA to give updates on above or below glidepath.

PM bring up engine out accel altitude during climbout after V1 cut or SE MA to remember when to press VSI 0.

Heading call out is Heading xxx not just heading at 400' (minimum).

Technique to brief as a threat basic vs enhanced and one of the requirements with basic to remember 100' above and minimums callout. I think IP brought this up because we both gooned it up.

With any ECAM turn on overhead light for better reading.

Remember turn off night mode of EFB to brief approach. This got me on day 1 as I had turned on night mode for the glare in dark sim. Left it on day rest of periods and just set to min brightness.

Sim P recommended AP on at 100' every time in sim. Stay on FD until 100' for landing so not disoriented. Worked pretty good.

Call my aircraft on any non-normal as PF. Hard to do on V1 cut.

September 29, 2018 (R9 - CLT)

Training Management System: Pilots can go to AAPilots.com>Training & Quals>Training Management System (TMS) to view your hotel reservation, hotel phone number, and your CQT schedule. Your schedule will include Ground School, RTS, and R9 times, locations, and instructors.

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

Non-Normal FIX Strategy

1. FLY
Maintain aircraft control:
PF: Aviate & navigate
PF: "My aircraft"
FMA Awareness

Problem: Continue to do the old Global Assessment to verify problem.
Memory Item
ECAM Procedure

Captain assigns PF/PM
Conduct the procedure (ECAM/EE)
Cautions & Warnings Requiring QRH Follow-Up, ECAM Advisory
Conditions & Recommended Actions, QRH procedures.

Evaluate the situation.
Develop and Communicate a plan.
Non-Routine Landing Considerations.
Planned Evacuation


SPOT 1: CA Low Visibility Takeoff, KJFK (RVR 5,5,5), CAT III ILS Approach, Missed Approach (Red Autoland Warning light illuminated). After missed approach and clean up we received a FAC 1 fault. Use FIX Non-Normal strategy. FAC would not reset. Consult QRH page OD-11, Required Equipment for CAT II and CAT III approaches. With one FAC inoperative you cannot execute a CAT III Dual approach, thus, with the degradation your next approach is a CAT III ILS Single approach to a landing. Straight forward.

Cat III Dual approaches use a 100' AH and for a CAT III Single approach use a 50' DH. Both are entered in the PERF RADIO field. For your second approach make sure you change the 100' AH to a 50' DH.

Autolands require using the iPad A320 Land App to determine landing distance. You cannot use the Standard Assessment for an Autoland.

SPOT 2: FO Takeoff, KJFK VOR 31L approach to a MAP above 1,000 MSL. Go around was ATC directed at 2,800 feet with a climb to 3,000 feet and a turn to a heading. FO used the Alternate Missed Approach procedure with HDG and V/S and the everything worked well.

Note: For Go Around above 1,000 feet AFL thrust usage and configuration requirements are at the pilot's discretion. The pilot may elect to do a normal Go Around or Level Off, keep the gear and flaps extended, and complete the configuration after re-established inbound.

After the Missed Approach we received an ADR 2 Fault. You lose the FOs PFD. Captain becomes PF and FO the PM. ECAM procedure leads you to the Switching Panel.

Note: There is a QRH procedure on page 37 for an ADR 1, ADR 1+2, ADR 1+3, and ADR 2+3 fault, but not just an ADR 2 fault. An ADR 2 fault is an ECAM procedure and not a QRH procedure.

SPOT 3: CA Takeoff, KJFK RNAV (RNP) 13L Approach, Missed Approach (alternate procedures). When established on the approach between ASALT and ZADUD ATC directed a missed approach. ATC took us off the approach. They told us to turn left to 360 degrees and to maintain 3,000 feet. I elected to simply turn left and maintained my altitude. Straight forward.

SPOT 4: FO RNAV (RNP) KJFK RWY 13L approach to a normal landing. Straight forward.

SPOT 5: CA Takeoff. LOC approach to KJFK 22L approach to a normal landing. Straight forward.

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

SPOT 6: FO Engine Failure at V1. Single Engine CAT 1 ILS approach to KJFK RWY 31r to a normal landing. Straight forward. Don't forget the "One Reverse" call out.

SPOT 7: CA Engine Failure at V2 with Fire. Second Segment climb. Single Engine CAT 1 ILS approach to KJFK 22L to a single engine landing. Straight forward.

SPOT 8: 3 Maneuvers.

FO Takeoff climbout and TCAS. After takeoff an aircraft appears on the ND that is proceeding directly towards us at our altitude. We received a climbing RA and executed the maneuver. Straight forward.

Loss of Engine Thrust/Single Engine Driftdown. Next, we were repositioned to FL 350 and received a number 2 engine failure.

PM: THR Lever(s) � MCT, A/THR � Off, If not in radar contact turn 45 degrees left or right, SPD/MACH (on FCU) � SPD, Speed Select Green Dot, When reaching green dot ALT Selector � Set EO REC MAX or Lower ALT and Pull.

PF: If in radar contact ATC notify, External lights � All ON, Apply QRH procedure, "Driftdown and One Engine Cruise."

Because this procedure is a maneuver it is effectively a memory item.

QRH procedure is located on page 1.

Upset Recovery Maneuver. Both pilots. Straight forward.

SPOT 9: Low Speed Rejected Takeoff & Return for Takeoff.

Low Speed Rejected Takeoff due to number two Reverser Unlock, which deployed at about 50 knots. After you reject the takeoff if the CA takes the TLs to full reverse thrust you can lose control of the aircraft with a dramatic swerve to the right. Directional control is a major issue with number one engine winding down from takeoff power and number two engine in reverse. I asked to do this SPOT a second time and this time I brought the TLs back to Idle Reverse thrust, which eliminated the directional control issue.

Recommendation: When you reject with this malfunction take the TLs to Idle and do not go to Full Reverse. If you do this technique there is not a directional control problem with the use of Idle Reverse Thrust and Normal Braking.

There is a new QRH procedure, page 96, for a "Takeoff After Rejected Takeoff Below 80 Knots. This procedure is used to reset your MCDU Flight Plan.

In addition, we also looked at changing the Data Base at my request to start over, which works too, to rebuild the MCDU Init Page, Flight Plan, and PERF DATA.

Day 3 RLE

Note: After the RTS our FCTI told us our RLE inflight fault would be for either a Yaw Damper fault, FCU fault, or a PFD failure, which apparently are the only three faults the Check Airman can select for this year's RLE.

Dispatched KDCA-KBOS. Normal departure with no MELs and a CDL 23-1 for a Static Discharger missing on the right wing.

Runway 1 Departure. Build the Rwy 01 TO A32F SID and the 10-7E-2, AA01 procedure in the SEC FLT PLN, using QRH OD page 18.

Normal taxi from gate 42 to Runway 1 via K1 to J and directed to hold short of runway 4. Normal takeoff and departure to KBOS. While descending on the ROBUC3 STAR between FEXXX and RUIZE we received a Yaw Damper fault. This fault creates three ECAMs and you lose both autopilots. Each time you clear an ECAM with this fault, you must go back to the FIX strategy and recheck the QRC, because multiple ECAMS will appear.

After we completed the FIX procedures we elected to proceed to KBOS with a hand flown CAT 1 ILS to runway 33L to an 800-foot ceiling and a 2-mile visibility. The ECAM tells you that the landing will be made in Direct Law.

With this abnormal you must use you A320 Landing App to determine your landing distance. Be sure to select Non-Normal at the bottom of the page. To find the correct Non-Normal go to F/CTL and then Direct Law.

We proceeded to KBOS and once we lowered the landing gear the aircraft went into Direct Law and made an uneventful landing.

Note: We did not complete our procedures until we were being vectored to the final approach course. As the Captain, I elected to focus on both the PF (FO) and PM (CA) flying the aircraft to an uneventful approach and landing. I did not notify ATC, the Company, the F/As, or the Passengers of the Non-Normal because all we effectively lost was the autopilot and we could safely land in Direct Law. The Check Airman agreed with this inflight management.

Day 3 RAD:

SPOT 1: Windshear KLAS Rwy 26L.

FO Reactive Windshear on approach: Execute the Windshear Escape Maneuver. Straight forward.

CA Predictive Windshear on Approach: Windhsear on the southwest side of the airport. Fly the aircraft until the Windhsear Detection system says "Windshear Ahead." Then execute a normal Go Around, turn to the north, and advise ATC. Straight forward.

Spot 2: Captain hand flown SID and FO hand flown STAR. Unreliable Speed at altitude.

CA KLAS 26R takeoff to a COWBY 8 RNAV SID: At 1,000 feet AGL the Check Airman has you disconnect the A/THR. Hand fly the SID to meet the first two constraints with the A/P and A.THR off. Make the ROPPR constraint between 5,900-7,000 feet and level off at 8,000 feet at CEASR. Just follow the FDs.

F/O KLAS TYSSN 5 RNAV Arrival to Runway 26L. Cleared direct o CEJAY and then hand flew the arrival to cross KADDY at 12,000 feet and SUZSI at 10,000 feet. No A/P and no A/THR. Just follow the FDs.

Unreliable Airspeed: Positioned to FL 350 and cleared to descend to FL 290. During the descent the Captain's airspeed began decaying and the FO's airspeed began to accelerate. We recognized the problem and executed the FIX Non-Normal Methodology. The FO was flying and said, "My aircraft" and maintained aircraft control. We identified the problem and the procedure. The procedure is a Quick Action Item on the QRC titled "Unreliable Speed Indication/ADR Check. The QRH procedure is located on the front cover and on page QA 14. In our scenario the Standby Airspeed Indicator was our only reliable airspeed indicator.

SPOT 3: TEM: FO Visual Approach to runway KLAS 26L ILS available with GS out of service. The aircraft was prepositioned just to the southeast of the BLD VOR at 7,000 feet. The MSA in the south quadrant is 8,400 feet and in the east quadrant is 6,700 feet. We set up and briefed a LOC approach to runway 26L. When cleared for the approach we proceeded direct to LARRE at 7,000 feet, and then descended cross LARRE at 6,500. Then we flew the LOC approach, picked up the PAPI, and uneventfully landed.

The key here is to be aware and avoid the terrain surrounding the BLD VOR without getting an EGPWS warning. Do not proceed to SHAND or RELIN and descend to 3,800 feet.

SPOT 4: Low Speed Rejected Takeoff and Evacuation KLAS runway 26R. FO takeoff. At about 50 knots we received a Right Engine Fire indication and executed a standard abort or rejected takeoff. After the Captain stopped the aircraft and immediately after his PA announcement of, "This is the Captain. Remain seated, remain seated, remain seated," the FA's initiated an evacuation. The cockpit Evacuation Alarm sounded. Immediately go the Evacuation Checklist, the Captain notifies ATC an evacuation is in progress, and complete the checklist.

SPOT 5: SKBO RNAV VISUAL 31L. Select RNAV Visual Flight Proc (GNSS) A Rwy 31L in the MCDU. In addition, load the All Rwys MA A319-M in the SEC FLT PLAN. Read and do the FMS Engine Failure Procedure checklist in the QRH, OD-18. There is an altitude discrepancy for AMVES intersection on the VULAM arrival and the RNAV visual approach.

Briefing Items:

CO page 10-7B-2. Read the A319-M only RNAV Visual Runway 31L/R and FMS Engine Failure Procedures/Missed Approach RWY 13L/R and 31L/R special procedures.

The FMS Engine Failure missed approach procedure does not provide an altitude to climb to, which must be determined by the crew. USE the MSA, 10-7E-3 Grid MORA, or 10-1R chart altitudes.

The missed approach point is the BO417 fix. The missed approach procedure requires you to continue to fly the RVFP (RNAV Visual Flight Path) track, climb to 13,000 feet, and then expect ATC instructions.

We flew the Visual Approach to RWY 31L to a landing, which was an uneventful RNAV. You must disconnect the autopilot by 250 feet.

General Information:
- Review the new Soft Go-Around discussion.
- For an Autoland approach you cannot use a Standard Landing Assessment.
- Instead of declaring an emergency pilots should use the phrase "Pan-Pan, Pan-Pan, Pan-Pan" for a urgent situation that requires priority handling or "Mayday, Mayday, Mayday" for an emergency. ARFF support upon landing for both domestic and international operations. See FM Part 19.1.3.
- To notify IOC of an emergency ACARS code 7700 may be used. Go to MCDU> Page 2>7700.
- PF initiates an ECAM Action
- Touchdown Call Outs: "Spoilers or No Spoilers," "One Reverse or No Reverse."
- Nosewheel touchdown: "No Autobrakes" callout should only be made with a malfunction and not for normal operation.
- New minimum autopilot altitude for a Non-ILS approach is 250 feet (replaces the old minimum altitude of MDA/DA/DDA (Revision 19).
- Clear ECAM call out changed to call out "Clear HYD 1" or whatever is underlined versus "Clear ECAM."

September 25, 2018 (R9)

Most of the previous information is what we saw, but I'll give you my experience with any differences or observations.

Day 1: I learned a lot. It was interesting, and the Human Factors section was interactive and informative.

Day 2: RTS.
Spot 1. Autoland Warning light just above minimums for the Go Around.
Spot 2. Crosswind was a factor, but not too bad. We used vertical speed with a climb and retracted the gear at positive rate and flaps to 1. Worked nicely.
Spot 3. The backwards Z double D works out nicely for setting up these approaches, then you can use blue pages as a backup. Same missed technique from above.
Spot 4. Same as 3
Spot 5. Again just config early for these LOC approaches.
Spot 6. Even though you'll practice saying "my aircraft" at V1 with an engine failure it's hard to remember.
Spot 7. If there is no icing then you can skip that part in the STS page.
Spot 8. Pretty straight forward TCAS. Then training from there.
Spot 9. We were probably about 30 kts or so for the reject.

Day 3: R9 Loft DCA-BOS Nothing out of the ordinary until about 60 miles prior to top of descent. Then we got the multiple ECAMs:
The FIX strategy does a real nice job walking you through this. Remember to use the Land APP for the Landing Distance Proc Apply STS msg.
Spot 1. Staying in the FDs really help out on the Reactive W/S. We did a Normal Go Around for the Predictive.
Spot 2. Pretty straight forward. Just flying around a bit.
Spot 3. We chose to use Managed Descent for the CFIT. Monitoring MSA.
Spot 4. It was a non commanded evacuation by someone in the back either FA or Pax. So then we were forced to run the Evacuation checklist.
Spot 5. Pretty much all a teaching lesson for SKBO.

Some things that I think would really be helpful are the call outs for the approaches and the Go Arounds. Also not all of the sims have the automatic callouts for baro mins. So the callouts would have to be done by the Pilot not flying. The instructors and check airmen really did to a fine job of teaching and making you feel comfortable. I know I learned a lot and felt that it was a great experience. In addition to the company material, the earlier posts on here are a fantastic read to get you prepared. Thanks for all that tell their story. Good luck and have a great SIM!

September 25, 2018 (R18)

Everything was as listed in the RTS and RVA. With the addition of basic airmanship flying. Hand flown departure with no auto thrust after 1000 ft out of Las for Capt. Hand flown decent into LAS for FO. Hand flown arrival and landing in SKBO for pilot flying . Some ATC level offs and speed assignments.

Low speed abort in LAS for uncommanded reverser deployment at 40 kts. Was possible to keep it on the runway. FA started evacuating without command. Now new FIX procedure. Especially, the "My Aircraft" callout.

September 16, 2018 (R9)

Dallas, R 18 loft. BOS to DCA rather benign. Enroute had a AUTO FLT FCU 1 FAULT.(enhanced) Reset circuit breaker no avail. RNAV F visual to runway 19 go around for traffic. Vectors back to visual backed up by ILS runway 01.

September 2, 2018

For a first time visit to DFW for training it was a very nice experience. Everyone was great.

The R9 reviews posted in the past 30-60 days are spot on.

Some additional comments.

The low speed engine failure rejected takeoff. There is no way to keep it on the runway. You must get on the brakes immediately. Hard and fast. Get the jet stopped.

The sims were very nice. I was on sim #1 and sim #7. The visuals were excellent and they flew great. Smooth. The instructors knew their stuff and ran a great sim session.

Show up prepared. Review the training tab in AApilots. Read the intel on airbusdriver.net The DFW folks are very happy if you show up prepared. That said, there were no surprises. All as advertised.

The hotel I stayed at was the Atrium and it was fine. Good food. More good food walking distance. The vans run on time. I mean German efficiency - on time. Do not be late.

Everyone was very nice and helpful.

The Flight Academy was huge. I got lost a few times. Give yourself extra time. If you are into that kinda stuff, give yourself extra time to read the articles and memorabilia on the walls and look at the pictures. I loved it!

September 1, 2018 (R9)

I'll just post our LOFT scenario. Everything else has already been mentioned.


Push off gate 10 taxi to 15R with a rwy change to 22L. Vis 1/2, temp 10C so anti ice on. Normal takeoff. Inflight AUTO FLT FCU 1 FAULT. Nothing to do with the ECAM other than Baro-check. The follow up has you pull a C/B but it doesn't reset.

CLIPPR arrival and River Visual 19 into DCA. Load the RNAV-F. Turning final we got a go around due to traffic in the runway. Soft go around is all you need. Vectors back for the MT Vernon visual to a landing. Load the engine out missed, put in the WHTSE fix with 1 mile ring around it for reference and brief it.

August 24, 2018 (R18)

R18 went pretty well as advertised. It was very helpful to have the RVA and RAD summary sheets printed out from the Pilot Training Guide, as it lists all of the SPOTS.

On the KMCO LOC 36R approach flown by the FO, the CKA suggested using around 6 degrees nose down using FPV to get from Silky to Jacor. That way you are already in FPV mode before you get to the FAF.

Spot 3 was a CA ENG Failure Second Segment Climb, which led me to think it would be sometime around wheels in the well. It didn't occur until around 1000', 155 KIAS. Tried to accelerate while still climbing, but the best response is to hit vert speed zero, let it accelerate just as would be done with a V1 cut, then do the procedures as normal. We then set up for the single engine CAT I ILS to 36R.

August 18, 2018 (R9)

R9 DFW (Captain's perceptive)
How to book your A1D and A3D positive space travel: www.airlinepilotman.net
Check that your training hotel matches the city of your training:
AApilots/Training/Training Home/Training Management System
Tap the orange "My Training Schedule", give it a moment to populate the page. The hotel is at the top. If you need to change it then call:
CLT Training hotel: 704-359-2770; DFW Training hotel: 817-967-5194
Schedule (I present this simple overview for the newer pilots ...)
Day 1: recurrent ground school, plus door trainers (same for everyone)
This year I found all the days's content relevant and interesting. There were 3 different classes.
Day 2: R9 and R18 are the same SIM; plus a security training class (just before or after your sim session)
Day 3: R9 do the LOFT & the RAD spots; R18 do the RVA spots and the RAD spots
R9 does a LOFT (Line Orientated FlighT) first 2 hours; R18 does an RVA (Recurrent maneuvers Validation) first two hours.
In general, you will be evaluated during these first two hours of the second sim ride. Everything else is pure training.
R9 and R18 both do the same RADS (Recurrent Advanced Sim) during the second two hours.

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

Prep is key this year. There is a lot of work in these 2 sims. New Callouts, FIX, QRC, Soft G/A, etc. Know TPS well, and how to apply wind and temp variations, and tailwind procedures.

>>> SIM SESSION 1 (R9 and R18)
I found the review below, dated August 9, to run very close to exactly what we went through. So I won't be redundant, I will just discuss the differences. I found that review well written. Again, this session, is training to proficiency. So practice til you get it right. A blank item below means there was nothing out of the ordinary.
1. CA Low Visibility Takeoff, KJFK ILS CAT III Approach, FAC 1 Fault, Missed Approach, ILS CAT III Approach and Landing
2. FO Takeoff, KJFK VOR 31L Approach, Missed Approach (Alternate Procedures), ADR 2 Fault
The "alternate procedures" means that ATC will pipe in and give you go around instructions during your approach - a simple heading and alt to offset you from traffic ahead. How you handle that makes a big diff: primarily if you choose to touch TOGA or not. TOGA will restring the approach, open climb will not. So plan for that. We always used the "new normal go around" (soft g/a). Full TOGA was not needed at all this year for us (EXCEPT single engine).
This approach had a 15K left crosswind, PLUS a 28 degree offset left. So when you break out you really have to be aggressive in the left turn to get lined up or you will blow right by it, literally. A go around is looked upon favorably if this happens.
3. CA Takeoff, KJFK RNAV (RNP) 13L Approach (First Look), Missed Approach (Alternate Procedures)
I was level at 3000, selected speed 180, and locked on RNAV final when I was issued a 360 right turn to re join the final. Because I never went to TOGA the approach was lost in the box. The F/O was busy for a few min putting that back in before I made it around! Remember to Activate and Confirm often. Like very often.
4. FO KJFK RNAV (RNP) 13L Approach (First Look), Landing
5. CA Takeoff, KJFK LOC 22L Approach, Landing
6. FO Engine Failure at V1 (First Look), Single Engine KJFK CAT I ILS 31R Approach, Landing
Delaying rotation a moment after the rotate call helps with directional control before taking it airborne. Put box on the shelf. PM call out EOAA.
7. CA Engine Failure With Fire During Second Segment Climb (First Look), Single Engine KJFK CAT I ILS 31R Approach, Landing
8. FO Takeoff climbout and TCAS, Loss of Engine Thrust / Single Engine Driftdown, Upset Recovery Maneuver
Know your part in this maneuver. PM (lights on, ATC pan pan to declare Emer, QRH out), PF (MCT, A/T off, select green dot, OPN DES).
9. Low Speed Rejected Takeoff / Return for Takeoff
All you do here is reject at 50kt (ATC cx t/o), exit runway, then call for the return for take off after reject below 80 kt checklist. Done.

>>> SIM SESSION 2 part 1 (R9 only - LOFT)
We flew a BOS - DCA flight. The release, TPS, ATIS, PDC, Closeout were used directly from MyMobile 365 (A320 FT Pilot Training Guide, page 125) without changes. I looked it all over the night prior and had everything already highlighted and ready to go. It was a shot in the dark, but worked out.
No MELs, BOS WX 200 and 1/2 in FG, temp 10C. Briefed lead F/A. If you don't put on your headset right away the leave speaker ON with INT so you can hear ground crew call you to request disconnect power. We used F/O as PF because I figured he would end up flying eventually anyway. Used new threat forward briefing between us for the flight. Some of the topics included: night, low vis, T/O alt (not required for us, but JFK was supplied), call clearance before ground for push, at gate 35 don't start engines until pushed onto start triangle (10-7), eng anti ice to be used (F/O turns on, not Capt), use of engine anti ice for taxi out requires engine run ups (IAE engines 50% momentary every 15m), icing conditions (10C and vis < 1 mi) = no single engine taxi - so we started both right away. Taxi out, left on B to L to 15L. Issued hold short N. Issued runway change to 22L while stopped. Changed box for 22L. Don't taxi til this is all complete because its gets fast afterwards. Re-brief departure SID. Check legal for 22L if vis changes (at least 500 x3). Right on N. Use all lighting during r/w crossing; and a stout clear left/right each time. Use ILS hold line for 22L. Monitor guard. Do a momentary runup, then Normal take off and climb out. Engine A/I off when warmed up. That was the end of any icing for us.

During climb we were issued a new lower cruise altitude. Update PROG page. Normal cruise. Seat belt sign off with an anouncement. Set up arrival to RNV 19F DCA. Note wind was 180 at 15 with 200 and 1/2. So I knew that was going to change! ATC Issued descent w/ crossing restriction. Now this is about where is really got busy for the captain and didn't let up for a moment until touchdown! Layers of things to do were added quickly. Try to keep the regular triggers alive during the handling of the "issue" you are riddled with (seat belt sign back on before FL180, flight attendant prepare for landing, 10K call, etc ...) The f/o basically flew the plane and was kept in the loop as much as possible.

We were given a dual FAC fail. This created 3 ECAMs pronto: A/P off, Alt Law, Autoflight FAC 1 2 fail, listed in that order. F/O calls " MY A/C"!
Use new QRC to check each header as you get to them in order to see if they are a Quick action or Exception. None of these were. So reading from the top: "Clear autopilot". Then check QRC for next item. Then Clear "xxx", �etc� When you get to Status it is up to you where to go next . I like to review the Status - mostly to alert the F/O of the a/c conditions: he had no protections, and max speed is 320. Then I looked for followups. None. Be sure to use Recall so you can get the failure's header name to lookup in the followup index correctly. You will not find FAC failure under FAC. Its under Autoflight. The ECAM walks you through this issue nicely. No followups. Nothing is regained.
ATC kept giving us descents and arrival vectors. It was adding pressure to our situation w/ freq changes and such, so we declared an EMER so we could request delaying vectors without a hassle. ARFF was requested. So that leads you to make a Precautionary Landing chat w/ the F/A due to equip in view on landing, even though DCA was our destination anyway. Also made a P/A to the same effect to the pax.
Then new weather came out and we had to set up for the RNAV RNP to runway 1. The airplane was cert to .1 RNP, BUT I found the 10-7B-1 RNP page does not permit A320 for this approach! I only saw the A321/319 are approved. At that moment we were issued the ILS 1. So now I had to set up for that. Meanwhile we are still descending into DCA. Hit the FL180 trigger about here (seatbelt ON, altimeters, etc)
Right about now I decided to call dispatch. I used the VHF Dispatch Direct network on radio 2, 129.85. Came in loud and clear. (airlinepilotman.net has a card about this, and its in mymobile365, part 1 has instructions, part 2, 2.1.5 has freqs) I had dispatch notify DCA we were landing soon. I made sure he was OK w/ DCA. He was OK. IAD was the alternate, and was also a solid contender, but I got the impression DCA was preferred. DCA was now 800/3, on the ILS 1, so it was not bad. Checked landing app data using Emer selection. There is no FAC fault, so under flight controls there is Direct Law. Choose that. This situation for landing is clearly stated on the Status. The theory is apparently to select the failure that will affect the landing the most. Altho in Alt law now in flight, we will be in Dir Law for landing. So that is the one that affects our landing distance. That checked OK. R/w was dry.
About now going thru 10K, so that trigger was hit. F/O has radios and is hand flying solo this whole time - he has requested long downwind so that I had time to go thru all this stuff. F/O was doing a great job, so I briefed the ILS 1 plate to him. Then I requested his threat forward input for the overall briefing, then I added my input (hand flying, direct law means manual trim at gear down, touchdown prior to 2300', etc). Then I did the descent approach checklist. Now finally ready for a base turn. Phew. Tower asked if we could clear r/w. Yes. Then they requested for us to stop after clearing so ARFF could do a once around, then taxi to gate. F/O reported plane was "mushy" in direct law, but handled fine. Landed, cleared r/w, stopped. Done.

>>> SIM SESSION 2 part 2 (R9 and R18)
1. BOTH Windshear/Microburst (FO Reactive on Approach, CA Predictive on Approach) KLAS 26L
Capt predictive was far out, so I used soft g/a. I was ready for TOGA if needed.
F/O calls "escape TOGA", get nose up into FD! Capt calls off radio alt and trend. Also help to advise when clear of shear to possibly avoid flap overspeed.
2. BOTH (CA) KLAS 26R Takeoff/SID, (BOTH) Unreliable Speed, (FO) STAR
Day VFR 26R T/O LAS cowboy departure. A/T and F/D ON for T/O. Hand fly only. A/T off at 1000' AFL (CLB). Follow FD through the departure. Be ready for the level off constraint at CEASR 8000! Nose down and thrust back to level off at 250!! Then resume climb.
The drift down checklist has you go to 5 degrees and CLB to right away start, then points you towards the charts. We were day VFR, so the CKA emphasized we could skip the initial set up and just use thrust and pitch to maintain alt without starting a climb. PM can pull the settings from the QRH. Once level time to figure out which one is bad. Look at ground speed, adjusted for the wind. Or GPS speed. Or try accelerating and see which tape moves.
3. EITHER TEM Visual Approach KLAS 26L Night
Don't hit the mountain. Direct LARRE at 6500', then joined the ILS 26L. G/S failed. We used step down alt for LOC. Then VASI.
4. FO Low Speed Rejected Takeoff and Evacuation
Our CKA set us up for a scenario to mimic the ORD evac: Eng fail at 50 kt w/ fire, cabin initiated evac very shortly after parking brake was set.
The first try had us all over the runway. So directional control is an issue. Second try was on centerline using hand on tiller. Then before you can make Remain Seated PA they are already popping the slides as the evac alarm is set off. Check Door page to confirm the alarm. Get to Evac checklist to advise tower, and to get engines shut down asap. Use cockpit light otherwise it gets dark in a hurry. I thought it was a good scenario to learn from. Lots to consider.
Set up the engine out miss in SEC FP. We flew the arrival into the 31L RNAV approach. You can use the A/P to 250' AFL. At 300' AFL we were issued a G/A due to traffic. Engine failed immediately. Mayday, Declared Emergency, flew the EO SID. It was amazing how poor the climb perf was at 10K', so you had to be prompt. I was PF. Called for heading, activate SEC, NAV. It actually worked well. All on A/P thank goodness. Reset to snapshot on downwind, flew it again to a landing. DONE.

August 11, 2018 (R9)

Got BOS-DCA profile with CA PFD Failure. FO leg.

WX in BOS 200 and 1/2. DCA ATIS said 100 and 1/4. Asked for 1500 lbs extra gas so we could hold. Taxi to 15R then runway change to 22L. Anti-ice On. Normal climb out and cruise.

Decided to proceed to DCA and hold for WX to improve, with plan to go to IAD. Called dispatch on VHF. Briefed the Rwy 01 CAT2 at DCA. Went into holding at BAL at 10,000 feet.

During descent got the PFD failure. Look in QRH for DU failure ... Alpha Index ... AutoFlight/Flight Instruments/Navigation ... page B at bottom ... sends you to page 25. Very glad I found this the day before!

Approach said DCA would be closed for several hours, so we said we would go to IAD but wanted to stay in holding for now. We set up and briefed. I called dispatch, FAs, and made PA. FO suggested we do CAT2 at IAD because WX was right at CAT I mins and it was already briefed. We discussed flying CAT 2 with only one DU on my side and decided to do it. It was not an issue at all.

I suggest you ask to debrief the LOFT right away before the RAD while it's still fresh.

The short runway option for DCA on the Land App is only for braking action less than Good. You cannot autoland in first 1200 feet. Only one pilot needs to do the Land App.

You ARE legal to do the CAT2 with PFD failure if you can switch the ND to PFD. Now you have two PFDs and one ND.

You can switch between PFD and ND for situational awareness but be aware that if you stay on ND you will get STATUS of CAT 2 inop.

August 9, 2018 (R18)

My R18 6 Aug 18 Things in parentheses are answers to questions we were asked. Overall, it was low-threat, following the profile (mostly). They love it if it looks like you prepared. I fooled them ;-)
All sims are A320's - Enhanced. The older ones (#1 and 2) are CFM. The newer ones (#5, 6, 7) are IAE. The mostest newest (in the wing by 1G300) I don't know. The new QRH is much harder to find stuff to me without paging thru it endlessly. I would strongly recommend putting some kind of tabs or yellow stickies in your QRH. At a minimum, by the Follow-Up items, the Index and the ECAM Exceptions. I also added ones for TPS variations, T/O mins, ILS, and Non-ILS.

1. CA Low Visibility Takeoff, KJFK ILS CAT III Approach, FAC 1 Fault, Missed Approach, ILS CAT III Approach and Landing.
Low vis T/O was from JFK 22R. 5/5/5 are you legal? (Yes, Check JFK 10-9A, and T/O Alter required) How far can the T/O alternate be? (368 nm for the A320 sim or a A321, 373nm for A319). CAT 3 ILS 22L JFK. I was expecting the FAC 1 fault to be the reason for the Missed Approach-it wasn't with my guy. Got AUTOLAND WARNING near Alert Height. Then FAC 1 fault on downwind. No follow-up for this ECAM. Leads you to CAT 3 Single (50' DH & must see TDZ or TDZ lights). Don't forget landing assessment required for Autoland. BTW, the landing distance criteria for determining if Standard assessment is allowed is based on "Landing Distance Available" (LDA or ALD) measured from the (displaced) threshold, not the "landing beyond G/S" distance. Talk about SMGCS for taxi after landing (there is none at JFK).

2. FO Takeoff, KJFK VOR 31L Approach, Missed Approach (Alternate Procedures), ADR 2 Fault.
Lowest vis for F/O T/O (1600/1/4). ADR 2 fault-no follow up (there is one for ADR 1). There is a single engine MAP for 31 L/R-brief it. PM must call "Minimums, no contact" or "Minimums, runway in sight". Runway is offset 28 deg from VOR course (max for straight-in is 30 deg). "Alternate" procedure G/A - you get too close to guy in front of you. Cancel approach clearance & maintain 2000" (we were at 1600'). F/O did nice job-started a nice 300 fpm climb in vertical speed and cleaned up. SIMP suggested technique of using the normal G/A litany (minus the TOGA/Climb part). Made sense to me.

3. CA Takeoff, KJFK RNAV (RNP) 13L Approach (First Look), Missed Approach (Alternate Procedures).
Use published mins of 529', because approach has RNP mins. For this approach, no RAIM prediction is required, since it has a 0.3 RNP (Part 1-pg 6.4-10). The criteria for a mandatory G/A is 0.2 for a GPS approach (0.3 RNP), but 0.15 for an RNP approach with a 0.3 RNP (silly, isn't it?). This time, "Alternate" missed was a right turn out of traffic, then he gave the F/O the jet on downwind to do his approach, so I never landed.

4. FO KJFK RNAV (RNP) 13L Approach (First Look), Landing

5. CA Takeoff, KJFK LOC 22L Approach, Landing.
LOC - Select FPV no later than FAF (used to be as you intercept final). ROSLY is 5.3 nm from ZALPO (FAF) and you have to lose 1200', so I slowed and configured by ROSLY-made the preset the 3 deg, 0.3 nm prior descent, and landing check less of a rush.

6. FO Engine Failure at V1 (First Look), Single Engine KJFK CAT I ILS 31R Approach, Landing.
"Engine Failure" (first to see it. don't say "left" or "right"). "My Aircraft" (PF). After that, it's just like before, except you say "Clear ENG 1" instead of "Clear ECAM". ENG 1 FAIL ECAM says "IF DAMAGE". I looked at the IAE engine gages and saw "XX" on N2. I had a brain fart and couldn't remember if that was normal (after shutdown) or indicated damage. I guessed wrong and said no damage. After ECAM checklist, it's ENG 1 FAIL follow up (it's on page 50-just memorize that). SIMP had a good technique: as soon as the PM goes to the follow up items, the PF can start setting up the box and getting the weather. Then it's time for the new "Non-routine Landing Considerations" checklist. Then the Overweight Landing checklist (if applicable-sim's are all A320 = 142.2 max land wt). Then it's time for doing the normal stuff. Get the weather. Load the Box (PF hopefully did these 2). Brief the approach (don't forget to use the card like I did). Do all the normal checklists-After T/O if not already done, Descent/Approach checklist (this is a good time to turn base). 31R has 8486' LDA, while 31L has 11,248', so I told them we needed 31L. It was closed, of course, but he liked that we were thinking. I only saw the approach light at minimums. We are cleared to go to 100' (Vol 1 2g-1), but what do you say after PM says "Minimums, approach lights in sight"?, "Landing" or "Continuing". SIMP said "Landing", but wasn't sure. I forgot to ask Check Airman. Don't forget to say "One Reverse" on landing (even though the engine is shutdown, they still want to hear it).

7. CA Engine Failure With Fire During Second Segment Climb (First Look), Single Engine KJFK CAT I ILS 31R Approach, Landing
I like the technique my original SIMP taught me:
1. Get going straight and away from ground (Step on the Beta).
2. Get the gear up.
3. Trim into the good engine for 10" (~10 units)
4. Get the A/P on.
5. Go TOGA. TOGA is "optional" but I always do it, but only after A/P is on, so control is easier/manual trim is less. Then you just wait patiently for EOAA. Start the APU, if you think of it.

8. FO Takeoff climbout and TCAS, Loss of Engine Thrust / Single Engine Driftdown, Upset Recovery Maneuver
Loss of Engine Thrust / Single Engine Driftdown is now a "Maneuver", which means it's a defacto memory item for the 1st 4 steps. Be sure and study these (both PF & PM).
F/O is at FL350 and #1 engine fails. PF: 1. MCT 2. A/THR-off 3. Speed Select Green Dot. 4. ALT Selector � Set EO REC MAX or lower ALT and Pull
PM: 1. ATC-Notify 2. External lights on. 3. Driftdown and 1-Engine cruise cklist (QRH pg 1)

9. Low Speed Rejected Takeoff / Return for Takeoff
QRH has a checklist for "Takeoff After Rejected Takeoff Below 80 kts" (page 96). Take a look at this before the RTS.

R9/R18 RAD SUMMARY (RVA is first, then RAD)

Download the R18 brief and answer all the questions ahead of time, especially the Performance problems! CKA asked quite a few questions. Especially on Windshear- when it was active (Reactive-nothing until 50' (actually it's 5") above the ground to 1300'. Predictive - as soon as the radar is on to 100 kts and then from 50' to 1200'/1500'). When can the AUTOLAND WARNING illuminate? (below 200') and for what reasons (basically problems with LOC, G/S, Radio Altimeter or Flare). Asked all the Headwind/tailwind/Crosswind restrictions for landing and T/O for each airplane type including Autoland. There were others, but I can't remember them all.


1. CA Low Visibility Takeoff, KMCO ILS CAT III 36R Approach, Landing
He asked for the T/O alternate distances, too. For some reason, I didn't extend off a point on final = no FMS guidance for the go-around. Thankfully, this profile didn't call for a G/A.

2. FO Low Visibility RTO, Low Visibility Takeoff, KMCO RNAV (GPS) 36L Approach, Landing
Approach has LPV mins � we can't use those. Go to LNAV/VNAV mins � we can use those and you don't have to add 50'.

3. CA Engine Failure Second Segment Climb, Single Engine Pattern, KMCO CAT I ILS 36R, Go-Around/Missed Approach, Landing
S.E. Go-around. AGAIN, 1st priority (after getting the nose up) is to step on good engine-it will drift like crazy. Don't forget to trim (like I did) before engaging A/P-it's even more than the original engine failure, because you are in TOGA (14+ units).

4. FO Takeoff, Engine 1 or 2 Fire Loop Fail, KMCO LOC 36R Approach, Go-Around/Missed Approach, Landing
Our guy skipped this for some reason, and we weren't about to remind him.

5. FO Engine Failure at V1, Single Engine KMCO CAT I ILS 36R, Landing
CKA added the S.E. go-around to this one on his own.

RAD Summary

1. BOTH Windshear/Microburst (FO Reactive on Approach, CA Predictive on Approach) KLAS 26L
Reactive-happened for F/O about 700'. Leave A/P on if it's doing ok.

Predictive-First, an advisory displayed right on the runway. According to book, if you get an advisory or caution AND you can't avoid it, you go-around. CKA said for training, wait until you get a Warning ("Go-Around. Windshear Ahead"). You can do either the Escape maneuver or a Normal Go-around. CKA wanted a normal G/A. I did it, but opted to do a "Full" go-around (instead of a soft-go around). He said I couldn't do that?? I disagreed, but I (mostly) bit my tongue.

2. BOTH (CA) KLAS 26R Takeoff/SID, (BOTH) Unreliable Speed, (FO) STAR
Captain does A/P & A/THR off COWBOY 8 RNAV SID to just past HITME.
Then the Unreliable Airspeed demo. He put us at FL350 and gave us a descent to FL290. At FL340, he freezes up the CA Pitot. CA airspeed slowly starts to bleed off. At FL300 (?) the F/O pitot is frozen. Eventually, you get some ECAM about IAS Discrepancy, as I recall. Call for Unreliable Speed Indication checklist. It IS a Quick Action on the QRC (#6). After turning the A/P, FD, and A/THR off, you are supposed to (at this phase of flight) set 5�/CLB. CKA said don't do this, because the first step of the follow on items on (QA-14) says when at or above MSA, to Apply the Pitch/Thrust Table settings. In RGS class, they went through the same scenario and they said to do the checklist as written. Logically, At FL290, I can see his argument for setting about 3 deg and 80% N1 and then looking up the actual setting from the charts, rather than 5�/CLB, because if you set that, obviously, you will climb (out of your assigned altitude). But procedurally, I say we have to follow the checklist. I didn't pursue the issue in the debrief. (Sorry, it was midnight and I was tired and cranky). In any case, DECLARE AN EMERGENCY and GET AN ALTITUDE BLOCK.
F/O then gets cleared direct to a fix on the STAR. They said it would be the TYSSN 5 in RGS, but the CKA gave us the GRNPA 2. No big deal, but now it's his turn to fly with A/P and A/THR off.

3. EITHER TEM Visual Approach KLAS 26L Night
Cleared for the Visual. You are at 7000'. Look at the Approach plate and the MSA is 6700'. I would do something like: set 6700' in Altitude Alert and head to a point just outside LARRE. Once established on final go managed descent or set the altitude restrictions sequentially or fly the ILS G/S or go A/P off FD off and fly the VASI. Just don't set 3800' in Altitude Alert, go DCT to RELIN and do an open descent!!!

4. FO Low Speed Rejected Takeoff and Evacuation
He gave us a TOGA T/O, followed by a REVERSER UNLOCK or some other such thing. Bottom line, even though it was a low-speed abort, if took FULL left rudder and asymmetric braking to keep the A/C on the runway (with #1 winding down from TOGA and #2 in Reverse)

You are planned for the ISVAT 2E STAR to 13L or R. At the last minute, he switched us to the VULAM 1F to the RNAV VISUAL A 31R (Profile said 31L, but they are similar). Gotchas:
1. There is an FMS engine failure procedure to 31L/R. Know how to set this up. If you need it, the procedure is on OD-18.
2. The engine failure procedure does NOT have an altitude to climb to. The Captain has to pick one and brief it. You can use 16,100'- the Grid MORA (it's on 10-7E-3). You can use 13,100' - the sector MSA from the approach plate & 10-1R. I used 13,000'- the IAF altitude at AMVES and the Missed approach altitude for the RNAV Visual.
3. Read the missed approach procedure. It says you must see the runway at BO419 (about 1/3 thru the 180� turn to final). This is the "MAP" for the approach.
4. The VISUAL approach also has an MDA, 9900', but page 10-7B-2 says to use 300' AFL, but our CKA said there is an F-4 message in draft which says to use the MDA. I would ask your CKA which altitude he wants you to put in the PERF APPR page.
5. It says on 10-7B-2, not to activate the SEC F-PLN during an engine failure on missed approach, until RWY 31L/R is the active waypoint.
6. Finally, as we were about � way through the turn to final, I could see we were going to overshoot final BIG TIME following the FMS RNAV approach. Plus I could see the runway configuration was ALL wrong. In BOG the runways are a mile or so apart. In the sim, they looked like they were as close as 17R and 17C at DFW. I asked the CKA what he wanted me to do. He said land on any runway. Anyway, I disconnected the A/P at about 500' and did a huge hiyakka maneuver to land on 31R. We never got to do the FMS Engine Out thingy. Turns out, this was (obviously) a Sim database issue. I'm sure it will be fixed.

Random things I learned (There is always several/a bunch of things I either forgot or never knew)
1. There is a "G" meter on the lower ECAM near the bottom. I guess I never saw this, because anytime I might be pulling any G's, I'm not looking at the ECAM!
2. The new ECAM Trainer has a great section under "Settings" called "ECAM Tips". Don't know why I never saw this before. Tells you all about the new Non-normal methodology.
3. When you manually tune a VOR, there is a little "M" by the VOR frequency in the ND.
4. "Confirm" items are now Thrust Lever, Engine Master and all Red-guarded switches (Rev 19)
5. Min altitude for autopilot on Non-ILS is now 250' (was MDA/DA/DDA) Rev 19)
6. All takeoffs are NADP 2 (1000'/1000'), unless 10-7 says to use NADP 1 (Rev 19)

August 5, 2018 (R9)

R-9, first time in DFW. There are maps all over which direct you to where you need to be. A little odd not knowing many folks there but everyone friendly and helpful ... nice cafeteria compared to CLT!

Day 1 ground school samo samo. The "self defense" training is a total joke IMHO.

Day 2 Had a simulator instructor, very young, gave us a good review of the various approach profiles in the brief. It's all instructional and goes pretty much as the guide states. Forgot to arm the localizer on the non-managed VOR. No biggie, it's training.

Day 3 CKA was good, went over all the slides in the presentation. Review that plus the walk around/limitations slides. We went through that pretty quick, no other limitation questions other than what was on that.
The flight went from BOS-DCA. Elected to let F/o fly cuz I hadn't been there in many years. All straight forward no MELs or hidden gotchas. Just take your time and do the touchy feely new procedures (threat forward, were you breast fed as a child?, etc). Do all the required briefs, F/A etc. Make sure F/o calls clearance prior to push, forgot to do that. Start em both, eng A/I on, taxi B hold short of N for 15R. Somewhere in there we get a runway change to 22L. Just do all your loading/checks when stopped at N. Don't let him rush you! When everything is done call for taxi, remember all lights on crossing runways 15/L+R. Visibility is 1/2 mile so hold short of ILS line for 22L. Cleared for T/o, away we go. Temp warms up then cools back down so A/I on and off periodically. Guard on #2 radio. Level off, get started on the arrival setup/verification early so you are ahead of things. Some where in there we get the Autoflight FCU1 fault. Do the new FIX steps, super easy cuz it's not as structured as before. My mistake was not seeing the follow up action because I looked for the title from the status page vs recall. It's under Autoflt FCU 1 not just FCU 1. Cka pointed that out in debrief, just a computer reset, wouldn't have reset anyway! Looked at the required equipment, FCU not required for River visual 19. Remember for that approach you do not need to deselect radio nav. Cloud layer at 4,000', so it�s all visual. Dirty up early, make it easy. At about 300' got a go around cuz of a/c on runway. Practice that in your head prior, ours was a tad rough but got er done! Back around for MV visual to 1. Shut down after clearing runway ... we passed!

The other stuff is instructional. The low speed reject caught me by surprise cause it happens very quickly. You get a substantial yaw, kept it on the runway but was a handful. Tell them to remain seated in the back till you figure out what's going on. They also want you to turn away from the predictive wind shear warning area when doing the escape maneuver ... overall good training and review of maneuvers. Back in 9 months for my last check ride!

August 5, 2018 (R9)

Day 1: RGS ... standard ground school. Focused on New FIXM, Modified memory item (Undue activation of Alpha protections vs unreliable airspeed).
Day 2: RTS ... See spots in PPT slides on Briefing Slides. No changes.
Day 3: R9. BOS-DCA. Gate B35. 15R takeoff. Changed to 22L. (Rebrief the SID, New numbers and re-run the entire taxi checklist). F/O Brief ... weight, wind, temp changes on closeout! Emphasis item.
Takeoff 22L uneventful. LoganX Departure.
Climb: Uneventful.
Cruise. Lower than planned. INIT page modified to show lower cruise. Yaw Damp Failure ... Alternate Laws (Autopilot inop). F/O Hand fly rest of flight. A/C goes to Direct laws when gear extended. Declared and emergency as a precaution. Very Busy, Ecam, F/A breifings, Pax Breifings, ATC Brief ... etc.
Land App ... use Direct Law for landing failure.
Landed DCA CLIPPRX Arrival ILS 1. Taxied to gate.
Day 3: RVA. See spots in PPT slides on Briefing Slides. No Changes.
Very laid back. Learned a lot. Continuous changes this cycle.

August 5, 2018 (R9)

Day 1 Ground School: Typical ground school. Waste of time. Just remember to sign the sign up sheet to get paid.

Day 2 RTS JFK: Very straight forward. Make sure you activate and confirm after every approach briefing. I forgot on first approach but figured it out pretty quick.

Day 3 R9 BOS-DCA: BOS gate 35 taxi to Runway 15R via taxiway B & L. Engine anti ice ON. On the way out ATC said hold short on taxiway N. ATC changed changed departure runway to RWY 22L. ATC wanted us to continue taxi we did not until runway change in FMGC and we did taxi checklist again.

Takeoff on Runway 22L Logan 2 departure uneventful. OAT above 10 degrees turned off engine anti-ice. Of course it got colder 5 minutes later engine anti-ice back on. We did not monitor 121.5 debriefed. Seat belt sign off when we got above clouds around 9000 feet. New final altitude FL260 vs FL280 filed. Cleared direct CMK cross at FL200.

On Clipper arrival we held at BAL at 10,000 feet due to DCA wx. Captain was flying and we were planning CAT2 RWY01 DCA. Captain PFD screen goes blank. PFD automatically moves to ND screen. Transferred flying to F/O. Procedure in QRH says turn it off and back on. Did not work. We could not do CAT2 with a screen missing plus RVR in DCA 800, 800, 200.

Sent dispatch an ACARS message he advised IAD had much better wx. ATIS had Runway 01R. F/O had a straight forward landing. Crossover gave us Gate B67. We cleared runway; taxi K hold short taxiway J3. End of ride.

Debrief: Captain turned off park break prior to pushback clearance, monitor 121.5, F/O retracted flaps after clearing the runway instead of waiting for Captain "flaps up".

RAD maneuvers straight forward although my brain was mush; thankfully it is training.

 July 29, 2018 (R18)

Day 1 - Ground school
A lot of info crammed into one day. Remember, nobody gets an incomplete on day 1

Day 2 - RTS KJFK
Great learning day!
- Capt low vis T/O after determining vis requirements, including need for T/O alternate
- Cat III dual with auto miss due to Southwest taxiing into critical area
- FAC 2 fault�remember FIX (no follow up in QRH) (remember global assessment)
- Cat III single, due to FAC inop, to a full stop landing
- F/O T/O with an ADR fault (no follow up in QRH) (remember global assessment)
- F/O VOR to 31L (approach is in the database) Can use A/P til 250' AGL
- Missed approach using alternate procedure (makes the miss an easy event)
- Capt RNAV 13L to a miss using alternate procedure
- F/O RNP 13L to a full stop (displaced thresh hold, easy to get low, stay on the PAPI) Can use A/P til 250' AGL
- Capt T/O with vectors for LOC 22L to a full stop (Will use ILS in database along with FPV)
- F/O T/O with eng failure at V1 (don't rush but, get headed back to airport at earliest convenience)
- F/O hand flown ILS from base leg to minimums (land)
- Capt T/O with eng failure after V2 (F/O will most likely run QRH procedure for training)-
- Capt hand flown ILS from base leg to minimums (land)
- F/O T/O with: TCAS RA; High altitude engine failure with drift down (memory item)
- High alt recovery upset (nose high and low) for each pilot-
- Low speed (<80 kts) rejected T/O during F/O leg (know where to find in QRH) hint ... page 80

Day 3 - RVA KMCO
- Capt low vis T/O (remember to call for T/O alt)
- Cat III to 36L autoland (always reference blue OD pages in QRH)
- F/O low vis (1,600 RVR) T/O with low speed RTO (return to same runway for T/O)
- F/O low vis T/O with vectors to RNAV GPS 36L to a landing (can use A/P til 250' AGL)
- Capt T/O with second segment climb engine failure/fire (remember global assessment) Nothing good ever happens at 200 1/2
- Capt single engine handflown approach to minimums and missed approach (remember to ask for straight out departure in the event of missed approach) (will need to reduce pitch to 10 deg in order to maintain airspeed)
- Capt repositioned for single engine ILS, on autopilot, to autoland
- F/O T/O with vectors to LOC only 36R to a landing (LOC app in database) (use 6.0 DN FPV from Silky to Jakor. This way, the FPV is already selected. At level off and ALT* no longer present, set 3 deg DN from Jakor (remember, A/P can be used to 250')
- F/O engine failure at V1 (F/O runs QRH for training) Nothing good ever happens at 200 1/2
- F/O single engine handflown ILS to a landing

Relax, it�s training and enjoyable. Exactly as scripted.

"My aircraft" when abnormals apply
No longer Immediate Action ... it's Quick Action
Positive change of control, to include letting PM know how aircraft is configured

July 23, 2018

RTS portion was conducted straight out of the Training manual (available on My Mobile 365 fleet training tab) and RTS briefing slides (available on AA Pilots).

R-9 Briefing pretty much followed the slides on AA Pilots. One important change for R-9 is there is now a separate set of slides with limitation questions and answers and the walk around slides, for more questions. Highly recommend you view both sets of slides prior to your R-9. R-9 LOE was KDCA to KBOS (profile 15-6). Our paperwork from the training manual did not match the scripted profile so the CKA filled in the incorrect data. We had previously decided the F/O was going to fly. The plan was supposed to be KDCA to KBOS with a takeoff alternate of KJFK and an arrival alternate of KBDL. We were spotted at Gate 26, with a CDL for one static dissipator wick missing (irrelevant to flight). Weather was 600/1 departing Rwy 01. Ensure you follow all 10-7 pages WRT Engine Out Procedure in secondary flight plan (how to is now in QRH blue pages), the WHTSE fix displayed, full departure brief, etc. Normal start and taxi out. Profile throughout calls for CKA to attempt to rush you�if you need time and are pushed into the yellow, they want to see you communicate that to your partner and create enough time and space so you are not rushed and get back in the green. Normal Departure and climb out. When we received the new ATIS for KBOS, WX had deteriorated from marginal VMC (planned RNAV to 4R) to Rwy 15L RVR 600/600/300 (Cat III ILS). Shortly thereafter, we were put in holding at BANKI waypoint on ROBUC arrival (due to traffic saturation). While setting up for the Cat III, the Captain�s PFD failed. Ran the QRH procedure using the FIXm methodology (F/O was already flying) but never recovered the display unit. Unable to now do a CAT III, we coordinated with dispatch to divert to KBDL, where the WX was 800/2. Talked to the flight attendants, then passengers, then finished setting up/briefing for the divert, all while conveniently still in holding. We finally told ATC, and received vectors to ILS 24 at KBDL. F/O flew an uneventful approach and landing, taxied to the gate, and the LOE was complete.

RAD was conducted strictly according to the Training manual. Strictly training with emphasis on aircraft handling so not much to study.

July 21, 2018 (R9)

New R9 scenario: Had a sim p rather than a Line pilot which worked out really as those guys are all very knowledgeable.

BOS-DCA: As previously posted, planned 15R, runway change to 22L. Stopped and reloaded the box. No big deal

Takeoff uneventful and as filed. 20 minutes in got a PFD display unit failure. No ECAM message associated with this so it is a QRH procedure. Basically turn it off and back on but it won't come back. You can use the push button to switch screens between PFD and ND. Weather in DCA is 1/4 mile so Cat 2. When you check the min equipment for Cat 2 it's a little confusing whether or not you are legal for a Cat 2. You are, but we discussed it at length.

Pressed on for DCA but then got holding on the arrival due wx at DCA below mins. Unable to hold until EFC with no weather improvement so went to the alternate which is Dulles. ILS 1R with no further issues.

Loft was quite busy after the DU failure, which is typical, but both the check airman and the sim p were excellent. A good learning experience.

RAD following loft exactly as per the script.

July 21, 2018 (R9)

R9 (RLE/RAD) Debrief-Off Script Alert!

Like all the x-type check airmen, our guy was great. Laid back, good blend of instruction/evaluation. It was day 2 of the new sim profiles, FIXM concepts, etc. so everybody was learning. He said FAA now simply looks at the "update" time/date stamp on MyMobile365 to see if you are current as of day 1 of your sequence (night prior technically not current) if you get a line eval. The pre-brief simple and informative, the usual walk-around slides, and a few systems questions.

RLE (LOFT). The usual BOS-DCA scenario. FO flying. Low vis (1/2 mile), dispatch filed JFK as dept alternate though not required. Temp 10 degrees, eng anti-ice. Rwy 15R, changed to 22L with a couple hold short clearances. After TO, OAT climbed a bit then started to cool back down so left anti-ice on, then broke out around FL180 or so. Check airmen increased tailwinds (he advised us, of course) to shorten the flight. Clipr2 arrival for ILS 1 at DCA, weather 800-3. Just prior to descent ... lost both yaw dampers!

Flt Cont (Prot lost)
Alternate Law
Yaw Damper 1 and 2

ECAM actions attempt to reset FAC 1 and FAC 2, no resets. Autopilot would not re-engage. ECAM walks you nicely through the procedure.

MAX SPD 320 kts
Flaps 3 for landing
Inc appr spd Vref+10
When L/G down: Direct Law; Man Pitch Trim-Use

I believe this was off-script, as the check airmen said later it actually happened to him in the airplane. My FO was high-time (18 yrs on the Bus), and I was fresh off vacation so I let him fly! :-) We did not declare emergency. Discussed landing IAD, but stuck with DCA as pax paid to go there, the weather was decent and landing ILS 1. No approach capability restrictions for Alternate Law. If landing River Visual 19, I would have probably diverted to Dulles for the degraded a/c handling. FO was hand-flying beautifully, said it felt a bit sluggish. No Fault Go-Around briefed, and divert to IAD if we didn�t feel comfortable at any time. With FO hand-flying, it got LOTS busier for me. We really rely on that autopilot as a 3rd pilot! I declined to send FMR code/advise MX, briefed we'd notify them once safely on the ground. Re-checked landing distance for the Flaps 3, Vref+10 config ... still good. I messed that up though. My FO would've caught that I'm sure, but obviously focusing on hand-flying. Should've gone to the Non-Normals on the iPad Land App. Enter Flt Ctl as a malfunction, choose Direct Law (our landing config). It defaults to Flaps 3/manual brake landing. Click CG>25% button (this info found on FGMC). The Audit button gives you a nice summary, and actually adds an additional 5 kts (approach speed correction) for a total of Vref+15 and tells you what approach speed to load on Perf page. Landing distance around 5100' I recall. Uneventful approach, then Direct Law/Man Trim wheel when the gear went down. Easy to over-control the trim manually. A little wobbly, but respectable touchdown in the landing zone ("Pitch" advisory just prior to touchdown), taxi clear and RLE over. FO later told me that Direct Law was much more sloppy than Alternate Law. I was talking thru much of the descent and FO was appreciative of my "thinking out loud" so he could stay in the loop as he hand flew. Good training, Check Airman gave us plenty of grace. My normal flows were justifiably dinged, as I've honestly gotten sloppy in line flying and neglected reviewing them for training as I was focusing more on non-normals and the new QRC/FIXM procedures. No excuse. I believe we'll see more hand flying in future training, less button pushing.
Non-Normal Supplementals give you additional info on Alternate/Direct Law ... nothing that significant but good review. Alpha-floor protections lost.

The RAD was as scripted. Windshear training, visual approaches, rejected TO, high altitude (except BOG-RNAV VIS 31R instead of Quito), and excellent Unreliable Airspeed QRC training. Good luck ... may the Force be with you!!!

July 14, 2018 (R9)

First off, great instruction! I defiantly learned some new stuff.
KBOS-KDCA TO-ALT JFK LAND-ALT IAD (this stuff is the guide, Pg. 126 ish)
Logan X out to Nelie.

What hasn't changed.
Gate 10 � Call clearance before push as req by atis. Anti-ice on. Delta ramp to push out to spot 1.
Over to ground. Runway change from 15R to 22L.
Change runway/check TPS and change numbers in box/re-run checklist if you've already ran it.

What's changed.
Midway to DCA "AUTO FLT FCU 1"
Runway change from landing North at DCA to landing South. RNAF 19F
Min equipment for RNAV requires 2 FCU's, so you may want to request the "river visual 19", and then back it up with the F, autopilot on being prepared to cut if off and fly if need be.
You don't get landing clearance because of the slow aircraft in front of you, short final, go around. 170 Hdg, You may want to pull speed as well depending on where you are on approach when it all happens.

Given Mt. Vernon visual going North to land. A lot of stuff happing quick, don't forget to re-activate the approach, add single engine miss going north and white house fix.

July 14, 2018 (R9)

Just finished my R-9 with the new July 10th scenarios, checklists, FIX strategy, etc. I like the new briefings and FIX strategy. It is more flexible than the old way. It's new for SIM pilots and Check Airman so it truly is escalating compliance.

Our scenario: Taxi out BOS was pretty standard with the exception of the runway change from 15R to 22L (not 22R). Taxi instructions were kind of progressive with a hold short at every crossing runway. We stopped on taxiway with low visibility to reprogram MCDU etc. Visibility was 1/2 mile so FO takeoff was OK. Uneventful until after level off. Got an AUTO FLT FCU 1 FAULT.
PF says: "my aircraft"
PM says: this is not a Quick Action or ECAM Exception
FO was flying so give him radios as well.
ECAM action
do the ECAM . . . BARO REF . . . . X check
everything looks good so one FCU channel is lost.
You could send an ARM code if you have time.
Arrival followed by River Visual (RNV-F) Rwy 19
Go through 10-7 pages and brief approach with new procedures
Do the WTHSE waypoint and 1.0 DME circle
Do the Land app. Runway is dry so just normal, not short runways.
Hints are dropped on final about aircraft on runway . . no surprise . . . a go-around from ATC.
Vectors for a visual to rwy 1 now.
Now you need to check fuel and rebrief and insert an approach plus the engine out for rwy 1 in SEC FLT PLN.
Don't let ATC rush you!
Uneventful after that.

  LINE PILOT FEEDBACK (Previous Scenario Reports for Review)
June 18, 2018 (R9)

Just finished the R9 today. Very laid back and relaxed. My CKA gave us the choice of KBOS to KDCA or KDCA to KBOS. Normal start, anti-ice on. During the taxi out at BOS was given a runway change from 15R to 22L. Stopped the jet in the ramp, reloaded new numbers and checked the LOGAN2 departure with vectors to NELIE. Normal T/O. Climbing through FL200, AIR PACK 2 OVHT. Followed ECAM, waited for it to cool and placed back on line. Problem over. Weather in DCA was RVR 1200 1200 1200. Briefed CAT 2 procedures, inserted E/O MA in secondary flight plan. Briefed approach, Computed landing distance, inserted WTHSE fix, then Transferred the A/C to Captain. Autoland, brakes Medium, plenty of runway remaining. Taxied to gate B26. Loft over.

June 15, 2018 (R9)

R9 BLUF: Review Airbusdriver.net, review aapilots.com R9 briefing slides and training guide thoroughly and then "chair fly" the approaches along with notes/references from Airbusdriver.net ... you should be fully prepared. Great Sim Ps and CKA that transmit outstanding training via the script.

RTS portion: Sim was briefed per the slides on aapilots.com - absolutely no surprises, script and flow of approaches were adhered to, including who flies what; the various "spots" made things busy but we had talked about it the day before - we were prepared. If there were any "gotchas" it was that you won't pick up the runways until the last second, every approach is right at mins. Also, watch your speeds on the RNAV approaches and MAPs - we made note of the max speed depicted as well as the Cat C speed (instructor liked us selecting 160). I had an outstanding FO - call outs were superb and our CRM clicked throughout. The only major debrief item was " ... probably could've requested vectors sooner after clean up" on my V1 cut. Don't be in a rush but get it turned back to EWR asap. Overall, great training.

R9 LOE portion: BOS to DCA was the selected profile. CKA gave us a departure time to meet, don't dawdle but you should have plenty of time to manually load everything; might want to print out profiles from your myMobile365 folder so you can plop it down on the pedestal/tray table for reading. Parked at B10 with push into alley. Make note of contacting BOS clearance and then Delta ramp. Dropped at spot 2, contact Ground at spot 7 then got taxi "22L via K, A, left on N, hold short of 15R" - we planned for 15R and changed to 22L late into our taxi (best to make the change earlier and away from congestion - debrief item). We threw on the Engine Anti-ice with temp right at 10 degrees and low vis. Then taxied via A, N to hold short of 15R. Signage for N is lacking, don't miss the turn;)! Make sure you throw on all lights crossing any runway and clear left/right. Held short at 15L and 22R. Finished "below the line" portion of taxi checklist holding short of 22L.

FO's leg to DCA. Into the 140 turn OFF OF 22L and cleaned up we got the "CAB PR SYS 1&2" fault - went through initial steps, ID'd it and then assigned FO to fly/talk, he leveled off and I ran the ECAM. Manual control was no good, cabin went up with altitude, stay below 10K was the bottom line. BOS weather was crap so I decided to have FO take us to JFK (1000/5) for ILS to 31L. I briefed FAs and pax, informed dispatch. ACARS popped up with gate info at JFK (amazing how that happens;). We ended up declaring an emergency due to traffic priority. Normal approach and landing, FO did another outstanding job. Outflow valve stayed open right to touchdown, zero control. ARFF met airplane, taxi clear to the gate, normal shutdown. R9 over. Major debrief item was brief the hot spots at BOS! Duly noted. CKA gave us kudos for decision making and CRM.

RAD was as described in slides. Good practice for loading the secondary flight plan and then executing it; also, the wind shear exercises were well done. CKA took the time to thoroughly educate us on how reactive vs. predictive will look. Reject due to APU Fire just prior to V1 finished off the sim session. Watch your verbiage to FAs when "assessing" as well as keep an eye on slide indications ... they could be popping slides back there before you even get the motors shut down!

Overall, absolutely great training.

June 7, 2018 (R9)

The BOS-DCA trip: Runway change on taxi out. TR 2 fault in cruise. Changes plane to Cat 3 Single. No biggy. Cat 2 into DCA. BR in Atis so braking 5 in land performance app.
All the spots were as expected. Emphasis on soft go arounds.

June 3, 2018

Prior debriefs here have covered the current RTS, RVA and RAD cycle really well so I will only add what I noticed from my event:

After every takeoff the destination will need to be changed. That is easiest accomplished from the left side of the MCDU FPLN page at the FPLN discontinuity. If you get confused just add a VOR (such as TEB when working in and out of KEWR) to the FPLN and changed the destination from that fix.

For approach set-up they really do not want to see the QRH used as a checklist. I found that the "blue, white, blue, white" process mentioned earlier in these debriefs while utilizing the "backward Z" MCDU set-up works really well.

The holding clearance on the KEWR RAV (RNP) Rwy 29 was interesting:

"Hold Northeast of TETER on the 219 course, right hand turns, 5 NM legs, EFC 0245Z".

My last year's sim had a detailed briefing (that did not come into play) about when ATC issues a hold at an RNAV fix that is not defined by any ground base nav they will issue the hold as a course and not a radial.

This made things easy if you understood what was going on, since on the Airbus we always enter holds into the MCDU as a inbound course; enter into the MCDU FPLAN HOLD page at TETER 219 Inbound Course, keep the default Right turns and change the distance to 5 NM.

Cat C only approaches can only be flown by a A319/A320 since A321 are always Cat D (QRH O.D. page 8). However, if the RNAV (RNP) has a RF leg from the FAF to the DA (as in the case of the KEWR RNAV (RNP) Y Rwy 29 from JIMLO to the DA) and it is authorized for Cat C or D minimums, then the maximum speed for go-around on the RF leg from the FAF to DA is 165 KTS for either the A319/A320/A321.

My sim partner use a technique that I thought was pretty clever. He used the MCDU Fix page to place a 1 NM ring around the FAF of non-ILS approaches to highlight and keep straight in his head the FAF point. It worked really well on the LOC and VOR approaches as well as the RNAV (RNP)'s with curved segments to keep track of what was what.

For Predictive Windshear there is no flight director guidance like there would be for a Reactive Windshear event. Therefore, when using the "Windshear Escape Maneuver" during a Predictive Windshear event you will need to look through the normal flight director guidance and target 17.5 degrees of pitch.

May 25, 2018 (R9)

Day 1 is pretty much as scripted. Fast paced with several resets, including a manually flown visual approach and landing without AP or ATHR and strong crosswinds. Even with full rudder, it was hard to keep a/c on centerline after landing.
There was emphasis on complete approach validation from the FAF to threshold - checking distances between fixes, slope angle and inbound track verification.
When doing the RNAV RNP Y to 29 in EWR, even after completing the RF leg and heading straight ahead to the RWY, you must maintain the Cat C speed all the way to the MA point.

Day 2 we were given a choice and decided on BOS - DCA. We started out with 15R and then given 22L. Did all changes to FMS on ramp after ensuring no issue with Ground. During taxi we were given several hold short clearances until reaching 22L. F/O was PF. Normal climb out to cruise and then got AIR PACK 2 OVHT message on ECAM. Did ECAM action and the pack wouldn't reset initially. Remember, the ECAM message won't go away if the Pack has cooled - you have to look overhead at the Pack pb to see if the fault light has extinguished. It did, and we were back to a normal a/c. With RVR 1200 in DCA, we flew a ILS CAT 2 RWY 01 into DCA - so switched to CA flying. Lots of Company Pages. Remember to insert the WTHSE fix with 1 mile radius and also put the Single Engine MA for RWY 01 in the Secondary FPLN. Use Landing App with AUTOLAND selected ON and verify Short Runways for DCA selected. As long as braking is not less than Good, numbers work. Landed DCA and R9 portion over.

The rest was a good training experience. Unreliable Airspeed presentation was different from previous time. Rather than having increasing speed on ASI, we got Alpha Max completely covering the entire ASI speed scale - first on the CA�s side, then on the F/Os side. This can be confusing as initially it looks like an ADR issue, and especially as you also get a NAV ADR message on the ECAM. This is apparently how it would look if both pitot tubes iced over. After Immediate ECAM action, went to page 72 and followed procedure. Used the Bird for guidance and QRH pitch/N1 settings for cruise at FL 320. Standby ASI was fine and so we switched the ECAM selector to CA on 3.
Next, CA has to fly a SID without AP and ATHR, while F/O has to fly a STAR to practice manual thrust management and lateral tracking.
Flew night visual into LAS RWY 26L to demonstrate proximity of terrain near PRINO waypoint on final and how to avoid a GPWS event.
Both did a Windshear Recovery - CA's was Windshear event was Predictive while F/Os was Reactive.
Last exercise was Quito (SEQM) approach to ILS Z RWY 18 with MA and Engine Failure. Gives an opportunity to practice entering SE MA procedure in FMS and then actually doing it. Finished with RTO while F/O doing takeoff RWY 18 and APU Fire followed by evacuation.
Constructive training discussions with CKA.

April 19, 2018 (R9)

Just got out of the R9 yesterday and saw a different one than any I've read. BOS-DCA good A/C, JFK for T/O alternate and IAD for arrival alternate. On climb out got #2 PACK OVHT. Turn it off, wait til light goes out and turn it back on. By now, time to start down into DCA. Wx is 1200-1000-600 RVR so ok for CAT II. No CAT III available. Couldn't figure out how to insert the Eng Out MA AA18 and trying to reconcile the LDG assessment on the short rwy, so we were getting behind and asked for holding. (Best decision all day) On descent on CLIPR2 held us for one turn at BAL while we got our act together. Figured out that the engine out MA Procedure was on the last blue page and plucked our way through it. Had to delete old SEC FP then INIT, then KDCA/KDCA, then to SEC FPLN and select the upper KDCA because the procedure is a DEPT not ARR. Input RWY, and the EO SID and your good to go.

Next issue, we're doing an autoland but, if you select Short Rwys for DCA in the Land App, there are rules about landing in the first 1200' of RWY which you can't guarantee with an autoland. But, if you don't select short rwys and just use the generic info, App gives you the same Landing Distance, 6620', but with no caveats and now you�re legal. Shot the approach, landed and done but a bit more sweating than I'm used to! Hopefully this will help the next guy.

April 13, 2018 (R18)

Great ground school this time leading off with human factors (the best part of the program!).
Reading through the A320 RGS briefings on the training home > 320 recurrent page of AAPilots was a huge help in prep!

Day two was exactly as published and talked about here on airbusdriver.net so no news on RTS.

Day three RVA is as published. Don't miss the FO low viz RTO in spot 2: its an engine fail which is very sneaky! Reject, stay on the pavement, callouts and PA to stay seated - then reset for the FO low viz TO and RNAV.

The April RAD is slightly different. We each did windshear on KLAS 26L approach - the FO's is nasty and nearly puts you in the dirt, CO's get to use AP G/A (not soft!) and heading away (turn right) from the icon. Next, the CO hand-flies the Cowby SID off of 26R: no AP, no AT, but flight directors work perfectly! Just follow the speed trend for thrust settings and enjoy flying! After you pass ROPPR you are magically beamed up to FL350 for Unreliable Airspeed.
ATC asks for a descent to FL290 and CO's airspeed starts to decrease - FO's has started to increase and the standby is steady. There's not much to do on page iv but lots to do on page 72 of the QRH - start by selecting the bird, AP off, AT off and getting level - ~73% N1 worked as a good target for stabilizing speed at the chart settings & 3 degrees nose up. Once you determine the standby (ADR 3) is good, you select it to CO & you are good to go. We were in sim 4 and got to see the BUSS in action after we got below FL250 (you have to fail all ADR's -> direct law and man pitch trim, very sensitive! Next, we got our ADR's back but had the FO fly the TYSSN arrival from TYSSN in to 26L and land. Then it goes to night, just outside TYSSN, altitude 6700. CO visual appr 26L G/S out of service. Make sure TERR on ND, turn right towards LARRE, configure and prepare for LOC approach. 3 degree glidepath is programmed from SHAND on down (see right side of FLT-PLN page) so you can actually FPV it down from there to night VFR landing. The Quito spots were as previously briefed: the FO flies the approach and CO gets to pull heading (wait for 400'!) activate the secondary, and ensure NAV is engaged. Make sure your speed gets above F-speed so the plane will make 25 degree turns to avoid the rocks! (system limits to 10 degrees below F-speed). Also select speed close to F-speed to get max climb to 9600'
Good alt to climb to is 18000 (look at 2-engine MA hold alt). Last spot is FO takeoff with APU fire just above 80 knots. Get the plane stopped & tell folks to remain seated. F/A's don't see anything, ARFF guys roll up and say the tail is on fire - time to read (FO) and do (CO) the evac checklist. Done for another 9 months!

April 8, 2018 (R18)

The RTS is absolutely straightforward. Approaches are all done at EWR and are a walk in the park if you spend a few minutes studying beforehand. Review 'soft go-around' procedures and expect to see this 2-3 times for each seat - it's something they are really emphasizing. Don't forget speed limits for Approach categories C & D - a tower induced go around on one of the RNP approaches with an RF leg requires you to pull / select speed to prevent exceeding the speed limit while the airplane accelerates and navigates around the RF leg. Runway 29 at EWR is short-ish and it's the sim, medium auto brakes are completely appropriate and surprisingly civilized in the sim. Captains - every autoland requires a landing assessment and it adds quite a bit of distance compared to the same assessment without selecting "Autoland" on the app. Lots of discussion about TOGA takeoffs and V-speeds during the brief, and this clears up some confusion I've seen on the line. Overweight engine out landings are discussed and flown. Do the app, do the overweight landing procedure, declare an emergency, etc, etc, etc. Lots of checklists to do in a short period of time, don't make it more difficult by asking for a quick turn to the downwind. I don't know where this concept came from, but I wish it would go away; if you're not on fire, you don't get sim fuel savings points for turning back towards the airport while you have a protracted ECAM and three checklists / follow up procedures to do. This doesn't mean fly runway heading for an hour, but don't rush the turn towards the airport and don't ask for it without consulting the other pilot.

RTS maneuvers included Failure to Maintain Altitude - review the procedure during your study time and don't dwaddle or over narrate when the engine quits at 350 - it takes the sim several seconds to decelerate to Green Dot when the sim is a reasonably loaded 320. A piggish 321 will slow to Green Dot after an engine failure at 350 before you can say "What Is It Doing?" - so start down ... Unusual attitudes are - as always - a blast. The 35 knot crosswind landing at EWR is noticeably more challenging than a 35 knot crosswind in the airplane. Get out of max reverse right away before you lose rudder authority, use medium auto brakes, and do not disengage the auto brakes until you're down to 60 knots or slower. Overall, an outstanding job by our very thorough and thoughtful SIM-P.

The RVA was just as straight forward as the previous day's RTS. Low viz Captain takeoff from MCO 36R - takeoff alternate - followed by a CAT III to a missed (soft go around) to another CAT III to an autoland. Easy. The box is loaded for MCO - MIA; each pilot has to demonstrate proficiency at changing the destination and sending the divert message to Dispatch via ACARS. Don't forget the PM Autoland calls, don't forget the landing assessment (select "Autoland"), and disengage the autopilot on rollout before you slow to 60 knots. Captain V1 cut followed by a hand flown CAT I ILS. Don't forget the ACARS 7700, test brief, etc, etc.

1600 RVR FO takeoff followed by an RNAV (GPS) 36L into MCO. Same dance with changing destination. The RNAV (GPS) 36L has LPV minimums, which we cannot use, so use the higher LNAV / VNAV minimums. Don't forget to manually select / enter the 0.30 RNP into the PROG page. Even though it's already there at .30 by default, it has to be manually selected / entered as part of the box setup. The sequence of events for the balance of the RVA isn't clear to me right now, but at some point each of us did a Localizer approach. Don't make this harder than it is. Configure early - no brownie points for saving fuel in the sim - get down to the appropriate altitude and speed a bit before the FAF, select FPA, preselect your 3.0 FPA, and pull the knob .3 prior to the fix. Easy. PM should be watching the Vertical Deviation readout of the PROG page. If the PF set everything up right and pulled the knob on time, there should be delightful silence from the other seat with the exception of required calls and checklists.

The RAD is an absolute BLAST! Unreliable Airspeed in the descent from 350 on the Tyson arrival into LAS. You lose the autopilot and autothrust and have to fly by hand, raw data, with the FPA bird. Easy. 75% N1 on the CFM powered sim and 4-5 degrees nose up yields 260-ish knots at FL 250. As PF, I declared an emergency nice and early and asked for an altitude block - big one - while I figured out power settings and pitch attitudes. The altitude block was unnecessary, but a wise precaution - you lose a lot of automation and protections when you downgrade that airplane to Alternate Law, so better to have an altitude block and not need it than to need it and not have it. In honor of our airline's troubling flirtations with getting low on visual approaches without vertical guidance - especially at night - once the Unreliable Airspeed problem is fixed, you get vectored and descended (7000', I think) towards terrain on a night visual approach to LAS 26L with the Glide Slope AND VASI's inop. Set up for the LOC, once you turn off the arrival, start a slow (VERT SPEED 700 FPM) descent towards 7000', but take your time! Watch the Vertical Deviation readout on the PM's PROG page - it's just a wag in a non-managed mode, but it's pretty close. Get the PM to load the box for the LOC 26L (it's in the database) with NO STAR, use the terrain display to turn away from the rocks (we turned right, further out on the approach), and level off at 7000' until you JOIN the localizer, then descent towards LARRE or SHAND. Once you get close to (but not below) the charted vertical path, set up to cross RELIN at 3800' fully configured and on speed and fly the balance of it like any other LOC approach. Not hard. Windshear at Vegas is a blast - be cognizant of the terrain (MSA and Terrain on ND), have a plan, and have fun. Last scenario is at SEQM, ILS 18 to a missed to an engine failure, then fly the engine out missed approach procedure. Have the EO SID loaded in the SEC Flight Plan and fly it. Easy. Don't hand fly! Fifi does it way better than a human pilot. Last SPOT is a high speed RTO at SEQM due to an APU fire followed by an evacuation. Once again, go slow, follow the procedure, call it a day, and enjoy the event.

Kudos to whomever picked the SIM-P's and Check Airmen I've had the privilege of working with thus far in the Bus program. They are standardized. They don't do Ancestor Worship. They don't play games. They teach when it's appropriate to teach and evaluate when it's time to evaluate. This should be par for the course, but it isn't on other fleets. Go figure. All in all, a straightforward event with plenty of learning opportunities. No sweat if you spend some quality time reviewing the gotchas in the approaches and studying those SOP's.

March 10, 2018 (R18)

There are a couple of really good posts regarding this quarters R18. They were pretty much spot (pun intended) on. Just wanted to mention a few things that may be interesting to some.

I learned a lot, though I can't say I had a good time. Pretty much felt wrung out and beat up by the time I was done with the whole thing. Could be that I was at the Atrium. The place still sucks. If all you care about is free beer and breakfast, then it's OK. If you want to get rest for the sim sessions, try to move. I tried but couldn't get the hotel desk to budge.

I was in Sim 2 (A320) at DFW. This thing really is nowhere close to flying like the real airplane. It's a giant video game.

Re localizer approaches: Sim P wanted us to preset the next lower altitude and 2000 VS. Upon reaching the descent point pull V/S. Keep doing this until the Final Approach altitude. Problem here is that you run the risk of overspeeding. So, 2000 may be too steep, try 1800 and use speed brakes. Then set FPA -3.0 and pull at 0.3 prior to FAF. C/A didn't care, actually preferred to just open descent. The check airman (who was just there to watch) suggested that once cleard to a fix on the localizer approach press to NAV. Once at the FAF altitude, then do -3.0 FPA/0.3 thing.

One commenter stated that their check airman wanted them to go FD off and use FPA once the runway is in sight. Neither our sim p or C/A had us do this.

Highly recommend to remember the runway heading prior to takeoff for those V1/V2 cuts. Our C/A would assign a heading about 60 degrees to the right or left after takeoff. Then the stuff hits the fan and the PM would have to spin the heading back to runway heading before pulling heading because the brief is "if we lose an engine, fly straight out to 3000". Probably better not to preset the hdg, just brief the PM that when you want the turn he/she will turn to that heading. However, when you do the SEQM exercise you will have to reset the heading to runway heading initially since you'll be in go around mode at first before you transition to the engine out SID.

February 4, 2018

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

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

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

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

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

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

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

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

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

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

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

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

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

January 30, 2018

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

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

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

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

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

RLE - We flew BOS-DCA

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

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

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

December 21, 2017

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

December 10, 2017 (R9)

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

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

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

November 30, 2017 (R9)

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

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

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

November 30, 2017 (R9)

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

November 30, 2017

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

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

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

November 24, 2017

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

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

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

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

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

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

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

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

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

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

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

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

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

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

November 19, 2017 (R18)

CLT Flight Training Center A320 CQT R18 Cycle

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

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

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

Non-Normal Methodology:

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

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

Day 2: Security training moved to room 217.


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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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


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

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

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

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

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

General Information:

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

November 18, 2017 (R9)

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

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

November 13, 2017

How to book your A1D and A3D positive space travel: www.airlinepilotman.net
Check that your training hotel matches the city of your training!!
(Our entire class was booked in the wrong city)
AApilots/Training/Training Home/Training Management System
Then tap the orange "My Training Schedule", give it a moment to populate the page.
The hotel is at the top. If you need to change it then call:
CLT Training hotel: 704-359-2770
DFW Training hotel: 817-967-5194

R9 and R18 are the same except for Day 3 (second sim, first 2 hours) where R9 does a LOFT, and R18 does an RVA (Recurrent maneuvers Validation, ie: check ride).

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

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


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

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

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

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

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

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

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

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

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

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

For engine failures I find that a great 5 item list to memorize is to call for "select runway heading" (to keep drifting around - AND to prep in the event there is an EO sid in the SEC FLT plan), FLY (pitch and heading), TRIM (10 units or so), A/P on, TOGA (at least by now), and finally back to NAV (if there is an EO SID). So: rwy hdg, fly, trim, a/p, nav. Rotating after a V1 cut is best if you minimize aileron input. I hold the stick at the base for this maneuver. PM must use 3x "mayday" or 3x "pan-pan". They are pushing this point. I use pan-pan to gain attention, but you still have to declare an emergency. Using mayday, I am told, automatically declares an emergency for you. Either way, use one of them on your first ATC call after an engine failure. In the Ecam: every time you reach any underlined item it is a Stop sign to do 2 things: globally assess, and to check if it is an immediate action or ecam exception item. The Emergency Landing checklist should be followed up with the Overweight Landing checklist. I took the suggestion to write a note at the bottom of the Emer Ldg Cklist and it worked well for me. Make a plan for after landing with an emergency - ATC may ask if you are stopping on the runway or taxiing off. The fire will be out - but if you want CFR to look over your aircraft then the procedure is to remain on the runway because then they will have pavement to drive the trucks all the way around you. On a taxiway they can�t drive the heavy trucks into the grass � or worse, the snow. So you will be limiting their view of you. So we stopped on the runway. They approached and confirmed the fire was out. Spot over.

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

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

Back to a learning status in the sim.

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

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

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

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

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

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

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

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

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

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

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

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

November 3, 2017

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

November 3, 2017

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

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

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

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

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

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

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

October 27, 2017 (R9)

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

October 23, 2017 (R9)

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

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

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

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

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

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

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

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

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

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

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

October 21, 2017

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

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

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

October 14, 2017

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

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

October 14, 2017

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

September 8, 2017


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Land. Clear runway. Break.

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

2. Another good hand flying exercise.

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

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

August 26, 2017

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

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

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

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

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

Auto landings now always require a landing distance assessment.

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

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

July 29, 2017 (R9)

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

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

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

July 23, 2017 (R9)

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

July 23, 2017 (R9)

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

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

July 21, 2017 (R9)

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

June 18, 2017 (R9)

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

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

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

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

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

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

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

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

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

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

May 24, 2017 (R9)

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

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

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

May 21, 2017 (R9)

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

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

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

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

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

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

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

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

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

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

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

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

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

May 17, 2017 (R9)

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

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

May 9, 2017 (R9)

Overall Experience: Excellent Check Airmen

RTS: Spots as advertised.


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


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

March 23, 2017 (R18)

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

Day one: Nothing unexpected from the class room instruction.

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

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

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

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

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

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

March 19, 2017

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

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

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

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

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

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

March 9, 2017


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

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

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

Spot 4. F/O RNAV RNP Z. uneventful

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

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

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

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

Spot 9. Not much to say.

Spot 10. Reject for engine fire. I feel it went well. We ran it methodically. F/O performs engine Fire on the ground, which of course, is an Immediate action and the steps don�t require the confirmation that the airborne version does. This frees up the CA to tell pax to remain seated, talk to tower, etc. By the time the situation becomes a little more stable, we were ready to walk through the EVAC check with no interruptions/confusion.

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


Spot 1. Good Windshear practice/discussion

Spot 2. VFR - Almost fun

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

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

March 9, 2017

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

March 5, 2017

RAD and RTS pretty much as briefed.

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

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

February 24, 2017

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

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

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

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

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

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

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

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

February 24, 2017 (R9)

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

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

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

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

February 18, 2017 (R9)

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

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

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

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

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

Execute the Non Normal Methodology verbatim.

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

Review RTS PowerPoint briefing pages 2 through 33..

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

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

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

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

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


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

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

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

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

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

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

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

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


Review Company Charts (CO).

Leave transponder in TA/RA.

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

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

Single Engine taxi.

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

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

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

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

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

Dispatch recommended we divert to KJFK.

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

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

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

Day 3 R9 Recurrent Advanced Training (RAD)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

February 18, 2017

Day 1 Ground school uneventful.

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

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

February 11, 2017

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

February 11, 2017 (R9)

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

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

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

February 6, 2017 (R9)

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

February 6, 2017 (R9)

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

February 5, 2017 (R9)

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

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

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

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

January 14, 2017 (R18)

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

The RTS will follow the exact curriculum from the guide.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

January 9, 2017 (R9)

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

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

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

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

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

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

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

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