RLE scenario 15-6 DCA-BOS, IDG overheat no APU start.  Divert to JFK.  Just a couple things that were different from what I read on ABD or I don't remember seeing.  First, we taxied all the way to the gate at JFK after landing.  No big deal except that like an idiot I shut down the #2 engine and then realized the #1 engine had no generator and we had no APU.  So the airplane went dark.  No biggie, but embarrassing.   Turbulence - seems like they are going to give it to you no matter how hard you try to avoid it.  You have to make a PA to the pax as well as seating the FA's immediately. Everything else was pretty easy.

Day 1 All Classroom

Day 1: All classroom. 

-Review the systems slideshow and the highlights 

-Lots of performance questions regarding what is and is not acceptable in TPS data. 

-when in doubt, "get a new TPS" is always correct. 

 RTS Summary

1. Single-engine taxi

-Spot 1: SE Taxi. They are witnessing FO's on the line accomplishing after start flows too soon. 

-Spot 1) Single-engine taxi. We pushed off of gate 41, tail west, started engine 1, and proceeded with a low-visibility single-engine taxi via TA, right on A to 22R at F. I had the FO start 2 as soon as we were established on A and we arrived at the intersection departure right at the 3 minute warm up. 

-SPOT 1: Single Engine Taxi. Yes, this is actually a big enough deal to have its own SPOT. No tricks, they just want to see you go out on one engine (remember to turn on the Yellow Electric Pump, and to turn it off just prior to starting #2). Taxi route happens fairly quickly, so we started #2 once we got on A. During this drill, did all normal taxi checks, no surprises 

2. Low Visibility Takeoff, CAT II Autoland (CA) and Landing

spot 2) The big thing here is they want you to know who's outside and who's inside on a CAT3 and for the FO to know their calls.

Spot 2: low visibility T/O and CAT II approach. Main point already discussed is that you need visual reference for landing and that the NFP (FO) should not make any visual call outs (only CA), unlike all other approaches that are not autoland, (ie CAT II and III approaches). You must also ensure you have a takeoff alternate. All CAT II and III approaches need land app. Some considerations, CA can taxi in visibility as low as he/she is comfortable with but must be at that airport T/O minimums for departure. This can also be lower than landing minimums (ie: KMCO). Another good to know item is that you need to see CAT3 single or dual in order to conduct a CAT II approach (OD-18) shows you exactly what FMA will display for requirement. We can conduct approaches with CAT II displayed in FMA but it would be a CAT I approach due to our airlines requirement to autoland on all CAT II and CAT III approaches.

Spot 2) Captain Low-vis takeoff to a CAT II on 13L with landing. No tricks or gotchas. After takeoff and somewhere short of final vectors, the instructor put us on position freeze to allow time for the setup and briefing. Remember to discuss threats, go-around considerations and all the required briefing items for CAT approaches on the OD pages. It's a CAT II, so you have to see something, and you will barely see something. It's supposed to be an autoland. Apparently some pilots see the runway and disconnect the autopilot. Leave it connected until the 60 kt callout.

SPOT 2: Low Vis T/O, CAT II Autoland (CA) and Landing. Weather for T/O 1600 RVR. We shot the ILS CAT II Rwy 13L (21-3). Everything normal around the pattern. Remember on final, the FO stays inside on instruments, while the CA looks outside. On a Cat II, set the RA in the RA field (its 150'); this is a decision height, so you have to see something to actually land (and it has to be an Autoland). Of note, there are no visual callouts on CAT II/III approaches for the FO. Used the "three Bs" to do everything ("Boxes, blue pages, briefing"). Special emphasis this time on briefing what type of go around you would do. Approach and landing were uneventful, stopped straight ahead. 

3. Takeoff with Gusts, VOR Approach, Pneumatics, Air Conditioning, and Pressurization Non-Normal, Landing with Gusts, (CA)

SPOT 3: Next was CA from 22R again. Gusty X-Winds. We had Ventilation Extraction Fan fail with the associated ECAM. FO flew and CA did FIX. After selecting OVRD, ECAM cleared and there was no status remaining. EP over. Vectors to VOR 31L with strong winds from 220. The Final approach course was ~30 degrees from runway heading. FD guidance is only good down to minimums so brief turning off the FD and selecting FPA. Anticipate the turn to Final and try not to overshoot. No big deal to fly this, it's an exercise in transitioning from IMC to VMC and maneuvering.

Spot 3) Remember to brief the special engine failure procedure for this runway. 

SPOT 3: (CA) T/O with Gusts, VENT EXTRACT FAULT, VOR 31L Appr, Landing w/Gusts. The VENT EXTRACT FAULT is an ECAM procedures drill/FIX strategy drill. Remember to do an ECAM verification (used to call it a 'global check') - the CAB PRESS panel will be displayed on the lower ECAM with an amber outlet valve, plus the Fault light in the Extract switch. When you push the Extract button on the Ventilation panel (it will have a fault light in it), the ECAM goes away, and the exercise is essentially over. CA flew the VOR approach (don't sweat it, it's just like flying an RNAV except you toggle the VOR on and force feed the VOR frequency on the RAD/NAV page on the FMS). there is a displaced threshold. Our plan was to go, once we broke out, to "AP off, FDs off, give me the bird (FPV)". In reality, we did all that, however the FPV never really comes into your crosscheck and is unnecessary. Once you maneuver to roll out on final, just "forget" everything that happened to get you to that position (ref. it is sporty) and fly the rest of the approach visually (you will have PAPIs and the "Brick" to help with glidepath maintenance).

4. Takeoff, Engine Failure (Second Segment), Single Engine CAT I ILS Approach, Landing, (FO)

Spot 4/5: V2 cut for FO and unfortunately first time they fly the sim. Nothin new but just need to remember to pitch down to 12.5 degrees. We all know the drill with VI cuts but a good quick action if there is no time to accomplish non routine landing is 2 in/2 out (notify flight attendants and passengers/ dispatch and ATC)

SPOT 4: FO takeoff, first opportunity to fly. Engine Fail during second segment. Sim P told us it activates when the gear is raised. Standard stuff, no complications. CA needs to remember all briefings to FA's (2 Dings to brief #1, No TEST Briefing was needed) and passengers as appropriate. 

Spot 4) First Officer gets this takeoff, As soon as the gear came up, engine 2 failed with no remaining N1 or N2 rotation. After cleanup and assigning the pilot flying, I elected to treat the engine as damaged and we pressed the fire pushbutton and extinguisher per ECAM. this spot ends with the FO completing a hand-flown ILS to 31R to a landing. There is only one go-around on this RLE that is not self-induced. Remember to brief the engine-out missed approach procedure.

SPOT 4: (FO) Engine Failure (Second Segment), SE CAT I ILS 31R. Went pretty much by the book. Delayed TOGA thrust until after AP engagement. Also, declared "Mayday", and flew a box pattern. Hand flew SE final from a dog leg. 5 degrees rudder trim into the good engine is a good WAG.

5. Takeoff, Engine Failure/Fire (Between V1 and V2), Single Engine CAT I ILS Approach, Landing, (CA)

SPOT 5: Runway 22R CA takeoff, Engine Fail/Fire Between V1 and V2. Single Engine CAT I ILS, Land

Spot 5) Captain takeoff with engine 2 failure at V1, followed by the hand-flown ILS 31R. Nothing remarkable here

SPOT 5: (CA) Engine Failure with Fire (Between V1 and V2), SE CAT I ILS 31R Appr and Landing. Engine fire around V2. When it was time to designate PF, CKA asked us to keep the CA as PF, so the FO would have a chance to work an ECAM. There's a lot to think about, so here's just a few points: for initial pitch, set the box on the 10 degree line and let go of the pressure on the stick, because when go from ground to flight mode shortly after takeoff, it goes from demanding an elevator position to a rate, and then you can get into a vertical PIO. As well, if the engine that is on fire is still producing normal thrust, you should do a normal cleanup vs. the "level at 1000 feet" drill (somehow I've managed to miss this nuance all these years, but it's in the book, OM Vol I 2d.8.3 Engine Fire). In our situation, the engine conked out pretty quick. Hand flown SE pattern to a full stop.

6. Gusty Crosswind Takeoff, Electric Non-Normal, RNAV (RNP) AR 13R Approach, Gusty Crosswind Landing, (FO)

spot 6) A couple things on this RNAV. When you're doing the setup & brief, that want to see you checking the required equipment as well as the usual briefing stuff. Also, I rushed my review of OD-15 in regards to the speed limits in regards to RF legs inside the final approach fix. In a situation with an RF segment inside the FAF, the category speed restrictions apply the whole way from FAF inbound, not just the RF leg.
SPOT 6: FO Takeoff 22R Gusty X-Winds, Electrical Non-Normal (IDG #1 OVHT) The first indication something is wrong is the fact that the Electrical page illuminates on lower ECAM. If you look closely, you'll see its an advisory for IDG Temp. The Ding happened shortly afterwards and the ECAM came up. Once again, I gave the FO the plane and ran the ECAM which had me disconnect the #1 IDG. Don't forget <3seconds on the disconnect. Nothing more to do for ECAM procedures and the CKA was suggesting we might consider checking with dispatch to consider continuing to destination. If you start APU you're back to 2 generator operations but it's CA call whether to continue or not. At least have the discussion. RNAV (RNP) AR 13R was the approach. FO flew it. A few learning points. First off, be sure to look at company pages to verify legality and crosscheck SEL. There is a Specific Authorization required by the FAA to do this approach (It's in the CO pages). Verify Temperature is within range. Check Approach Category and ensure you would be legal for a CAT D. If so, don't exceed 165 before RWY threshold if you have to go Missed Approach, then there is a speed restriction to not exceed 210 till TIHWO so there are a few things to think about. Read all the notes! As a general rule check: Company Pages, SEL and ATIS before beginning set up for any Approach. 

SPOT 6: (CA & FO) Gusty Crosswind Takeoff, Elec Non-normal, RNAV (RNP) 13R Appr, Gusty Crosswind Landing. We got an "ELEC IDG 1 OVRHT" ECAM on climbout. This is a confirm item (red guarded switch). See RLE below (had same ECAM with the exception that the APU would not start). Started the APU and continued on (if you get two electrical supplies up, you can press on with your flight). Inside the final approach fix, told to go around prior to ZEBAK; speed is the name of the game, and since our mins were for both category C and D, our max speed was 165 knots on the go on the RF leg (CA briefed 155 knots for a buffer). Next speed is 210 max at TIHWO (in the MISSED APCH text on the plate). Came back around and landed uneventfully. Set up again outside of ASALT, and FO flew an uneventful approach to a full stop.
7. LOC Approach 22R, Go Around/Missed Approach, Landing, (FO)

Spot 7: Localizer approach. Nothing to add except NFP has PERF page up to monitor how high and low you are on path but green dot accomplishes that as well. 

Spot 7) First officer LOC 22R, go-around and landing. Nothing difficult here. Follow the OD pages and fly the approach and missed approach.

 SPOT 7: (FO) LOC Approach 22R, Go Around/Missed Approach, Landing. When selecting the approach in the FMS, make sure you select the LOC and not the ILS (they are both in there-the LOC is the only one that will give you step down fixes and possibly a lower minimum). Also, bottom of the approach is a DDA, so add 50' to the MDA ("Must Do Arithmetic"). Set a 1NM ring around MATTR using the Fix Info page (1L on the FPLAN page) and used the front edge to both make sure our level off hockey stick was outside of this ring, and to remind us to pull the FPA knob. Also used the far side of the 1NM ring as a reminder to set the missed approach altitude.


8. KORD ILS 10R PRM APPROACH AND BREAKOUT

spot 8) We performed the descending breakout without issue but got caught by the Airbus logic when trying to comply with further heading and alt. assignments after the initial maneuver. The CA elected to use the soft go around methodology to comply at this point, which works except that taking the thrust levers to TOGA activates the GA mode and switches to NAV even when you're trying to fly a heading. We caught it and pulled heading again, no harm no foul. When we di my breakout, I tried it just using selected speed and heading. It worked fine and the instructor said either way would work, the selected just seemed to have less potential for error in my opinion 
Spot 8: PRM Approaches, CA gets descending breakout, just remember "Breakout" and FO receives climbing maneuver "Breakout Toga". Just remember to comply with RA and then continue with missed approach 
Spot 8) Both pilots fly the LDA 28R PRM approach with a breakout.The breakout was a non-event turn off course at 1,500 feet. Maintain, altitude, stay in the Climb detent and reconfigure the aircraft when it's all done. We were not expected to brief the Attention All Users page associated with this approach. Just fly it, listen to the monitor frequency, and comply with the breakout instructions.

SPOT 8: (CA and FO) KSFO LDA PRM 28R PRM APPROACH AND BREAKOUT. The point of this drill is that by the end of the year, FOs will be able to fly PRMs (currently only CAs are certified to do them). Also, the emphasis is on descending breakouts. Make sure you review the text page that comes right before the plate in Jepp. CA went first, and somewhere after GOBEC, told to "breakout and turn right to 330, descend to 1200" (or something like that). It is an "autopilot off" maneuver, leave FDs on unless you get an RA, which we did not. The FO set and selected the heading, and as per procedure, set but did not select altitude (that would put you in an idle descent). Once you get to altitude, then select it. Don't use any automation until you have reached both your heading AND altitude. Accelerated to 210, pulled up the gear and went to flaps 2. Repositioned and the FO did the same drill, with the exception that the CA DID pull the altitude, which is our normal habit pattern, so lesson learned. SPOT over. 

 MO Summary

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

SPOT 1: Wx at MCO, RVR 5,5,5. CA takeoff, low vis, runway 36R Take off alternate is required. TPA was selected. Go to PROG page and enter TPA to verify distance to TPA is within limits (368 miles for a 320). 

SPOT 1: (CA) Low Vis Takeoff, KMCO CAT III 36R Approach, Landing. Given weather as "5/5/5", so had to determine if we needed a takeoff alternate (you do, but here's how you get there): 1) look on "back" of taxi chart (20-9A) to determine if you are even LEGAL to takeoff (you need minimum 5/5/5 to launch on all runways, so you are good), 2) Look at chart on page OD-8 in QRH to determine what reports and facilities are needed to takeoff (everything works, so good there), 3) same page tells you when you need an alternate-look at CAT III mins for RWY 36R (21-6) and see that you are below the 6/6/6 needed to land (plus you are below max landing wt), so BAM you need a takeoff alternate. We were told TPA was 1000/3 so that became our T/O alternate. Simple departure clearance (runway heading to 5000). We got a couple of turns to downwind, then were repositioned and frozen on a dogleg to final. Did all the appropriate briefs, checklists, etc, and shot an uneventful Autoland to a full stop straight ahead (chose full flaps for improved view). Only comment was "announce Autopilot-Off, THEN select autopilot off" so I felt like we must have done good if that was it.

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

Spot 2: RTO, pretty uneventful if call outs are made by FO and CA executes PA "This is the captain remain seated, remain seated, remain seated". 
SPOT 2: FO takeoff 36R, Engine fail second segment, SE pattern to a Go Around, alternate Missed Approach. Vectors to CAT I ILS 36R.

Spot 2) First officer low-vis (1600 RVR) rejected takeoff. Somewhere around 100 its we had a Thrust Reverser 1 unlocked. Stop the aircraft, parking brake, PA and what's the problem? No evacuation on this one and we repositioned for the same takeoff, followed by the MCO RNAV (GPS) 36L. A big emphasis item in this training is developing a thorough understanding of the approach naming conventions and how they fit into our SEL 8, 9 or 10 aircraft capabilities. An approach with AR or RNP in parentheses requires a 9 or 10 capable aircraft

SPOT 2: (FO) Low Vis RTO, Low Vis T/O, KMCO RNAV (GPS) 36L Approach, Landing. We blew a jug around 100 kts and rejected the takeoff. Remember, this is one of two times you are REQUIRED to make the "This is the captain-remain seated, remain seated, remain seated" PAs, the other being when you brief T.E.S.T. anticipating an evacuation, and one is NOT required (OD-37 bullet f). On the second attempt, we took off and did a box pattern back to the runway. The approach and landing were uneventful. 

3. FO Engine Failure Second Segment Climb, Single Engine Pattern, Go-Around\Missed Approach, KMCO CAT I ILS 36R, Landing

Spot 3) First officer takeoff with a second segment engine failure right after the gear is retracted. Just like yesterday, it will be a hand flown ILS, this time to MCO 36R with a single-engine go around. No engine out missed procedure published here, so it's just runway heading.

SPOT 3: (FO) Engine Failure 2nd Segment Climb, hand flown SE to a missed KMCO CAT I ILS 36R, Landing. Engine failure occurred after V2 with gear coming up. On SE approach, went around due to fog bank rolling in. Remember on the SE go, you are back in the 'trim the rudder' before AP will reengage (8-10 seconds rudder trim works pretty well, into the good engine). Discussed the new methodology of flying ground track on the go vs. runway heading (basically putting a heading correction into the wind in, using the FCU, so now when you hit green dot speed, you are effectively doing FOUR pulls-ALT, HDG, SPD, MCT. Runway heading was 005 degrees, winds were from the west, so we arbitrarily put in 355 degrees (ten degrees into the wind), and that seemed to work good enough. FO deselected the AP on a dog leg with flaps 2, so you get to do some configuring while in manual flight. Landing was uneventful. Just in case you haven't thought about it in a while, here are a couple of SE approach and landing tips (SIM ONLY): for course/glidepath control, keep the FD bars centered in the pitch box, forming a plus sign. When you need a correction, treat your side stick as a 'thruster', and just tap it towards the correction gently and wait (your primary focus is this box). When the runway comes into view, lookout briefly, announce "landing", then come back inside and stay on the box. When the RA announces "50" go back outside and land (if you look outside too early tendency is to level off and you are potentially going around). Don't try to make your corrections off of raw data in the sim, especially if you have good FDs. 

4. CA Takeoff with Gusts, Hydraulic Failure, KMCO LOC 36R Approach, Go-Around/Missed Approach, Landing

Spot 4) Captain gusty winds takeoff, hydraulic non-normal and MCO LOC 36R with a go-around. We bled out all the yellow hydraulic fluid after takeoff and got the ECAM for HYD Y RSVR LO LVL. Completed the procedures, set up and briefed the approach, but no runway in sight at minimums. Go around followed by the same approach with improved visibility and landing. No nosewheel steering, so it gets a little squirrelly as you slow down, but manageable. The check airman wanted me to see that you can actually clear the runway, even without nosewheel steering, so we did that using differential thrust and brakes.

 SPOT 4: (CA) T/O with Gusts, Hydraulic Failure, KMCO LOC 36R, Go Around/Missed Approach, Landing. Our HYD failure was HYD Y RSVR OVHT (I think but honestly can't remember). The big takeaway is how to do the Landing App procedure (in the past, have done this in the briefing, but this time actually accomplished it in the simulator). I don't have much else to contribute, so I will cover this in detail: Open the Landing App, and follow these steps: 1) reset the app (button is on second to bottom line), 1A) Select non-normal at the bottom of the page, 2) Select your aircraft (all CLT sims are 320s, and sim #4 is IAEs), 3) Select your failure (try to match your ECAM-for us, went under HYD, and selected Y SYS LO PR), 4) one reverser, 5) CG greater than 25%, 6) No wind correction as all SPOTS have an exact crosswind, 7) ***Use FMGC VREF (toggled on); go to PERF page for approach, and while FULL flaps selected, note the VLS (which in this world equals FMGC VREF), and enter it in the Land App directly below the "Use FMGC VREF" toggle. This will generate a VAPP in the lower left corner of the app; enter this number in ACARS in the lower left corner of the PERF APPR page, and THEN select Flaps-THREE for this emergency***, 8) note your landing distance, and compare this to the back of the taxi page (KMCO 20-9A) and look in the "USABLE LENGTHS-LANDING BEYOND" double column for your runway, in the left "Threshold" column, the only one that really means anything to us anymore (I believe this further leads you to a ball note for a usable length greater than 11K, obviously longer than the 5152 feet from the landing app). During the actual LOC approach, we made a 1NM radius around JAKOR; the front edge of the radius is to remind you to start down at .3NM, and the far edge of the radius is to remind you to set missed approach altitude. You can also use the radius to see how you are doing with your level off (where the hockey stick is depicted).

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

SPOT 5: CA takeoff, V1 Engine Fail. Held the plane on the runway for a few extra potatoes while I confirmed which foot to press and when we got airborne was able to maintain HDG pretty easily while we did the procedures. Again, After initial response, FO flew and CA FIX'd. ILS 36R CAT I land.

6. KDFW-KEGE Departure, SID, Door Non-Normal

SPOT 6: Pre-positioned in DFW, Runway 17R. DFW-EGE was the plan. FO takeoff, Door Warning ECAM at 10,000 climbing out. Pretty much a non-event after ensuring the plane was pressurizing. Bad micro-switch in the Cargo Door. 
Spot 6) The big goal here is to run the ECAM, then the QRH follow-ups, then discuss with MTC/dispatch as necessary before you make a decision to carry on or return. Per the instructor there has been an increasing number of crews making unnecessary returns for similar events that actually didn't require a return.

7. KDFW 18L Takeoff, Departure, Brakes Non-Normal

spot 7) The overheat happens SLOW. This may be a programming issue with the spot, but after several minutes in the air and nearing the FLs, the instructor finally just said "ding" to have us go through the motions because the brakes hadn't even gotten to 250 yet. The big takeaway here is to be aware of BOTH speed restrictions on moving the gear. The ECAM will tell you both while it's displayed but it goes away once the overheat condition no longer exists. So just remember 250 going down, 220 going up and plan/maneuver accordingly and you're fine.

Spot 7: Also discussed in detail. Considerations are speed, 210kts to bring gear up because of our policy of -10 and not accelerating. Also communicate with center regarding gear and speed as well as flight attendants and possibly passengers.

Spot 7) FO crosswind takeoff fro DFW 18L with a brakes non-normal. We got the expected BRAKES HOT ECAM, notified ATC that we couldn't comply with the speeds on the departure, assured that we were below 250 kts and extended the gear, slowed to below 220 kts as they cooled, then verified we were still below 220 kts to retract. This was followed by a captain flown RNAV (RNP) Z 13R in visual conditions with a tower-directed go-around. Pay attention to the fine print on the missed approach, there's a 185 kt speed restriction to keep you clear of converging traffic on the 18 approaches. The MCDU had the 185 kt built in, but the FMGC didn't honor it, so intervene and set a selected speed below 185.

8. KDFW 18L Visual Approach, Gusty Winds

spot 8) This spot seems designed to check you're reaction to an impending overspeed on final and unlike the brake hot scenario, it happens FAST. By that I mean if you don't see it as soon as the speed starts trending up, it happens so quickly that you may not prevent the overspeed. The good news is that the desired takeaway is that they mainly want to see you taking some sort of corrective action when you notice it such as using gear, speed brakes, push to level off, etc.

Spot 8) DFW 18L visual approach. Doesn't matter who flies, I think it was the FO on this one. It's kind of a contrived scenario to overspeed the flaps. Everything was smooth and normal until all of a sudden, the airspeed rapidly increased into the red. It was pretty lame, but the takeaway is that they want us to be uber aware of airspeed and err on the cautious side with flap extension speeds.
SPOT8 : (Either) KDFW 18L Visual Approach, Gusty Winds. We did a visual approach. It was to 18L. Plenty of info on this in the slide shows, basically use all instrument tools available (ILS, RNAV, etc) to back up your visual approach, and stay above the TCA floor. Emphasized using the 3 to 1 rule to avoid busting the bottom of the TCA. 

9. KEGE LDA 25 Visual Approach to Uncontrolled Field, Go Around, Visual Pattern and Landing

Spot 9 - Spot is mostly for uncontrolled radio work. We elected not to "Go Around", no need to re-string approach and had briefed the 10-7B-5 Visual Pattern RWY 25. We just leveled off at 8500', retracted flaps to 3 and stayed at 155kts. Instructor advised to just leave gear and drive around to stay in close for terrain. Think I'd rather retract gear and still drive around on flaps 3. Then gear/dn, flaps full at EG25D and a 7-800'/m descent worked fine. Be sure to cancel flight plan - ask controller if freq avail on gnd, or call Dispatch on gnd.
spot 9) On the downwind to final turn don't necessarily set the heading to the full 180degree turn like you probably would do for the upwind to downwind turn to start the visual pattern. Being fully configured by the EGE25D point lets the plane turn tight enough that it will actually point you at terrain on the W side of town. My suggestion, set you're heading for about a 45degree base to final and adjust from there. 

Spot 9: more of a training demo regarding set up for approach and missed so no need to overstudy. Main takeaway is runway lighting that you have to activate and masking correct calls at uncontrolled field ie "Eagle traffic, American XX 2 mile final Eagle"

SPOT9 : Eagle, CO. We did an Eagle check out. Discussed the LDA 25 procedures in depth. CKA discussed all the pitfalls and hazards IAW CO pages and warnings on the plates. He had us set up for the visual approach by creating a point on left downwind to turn left to if we should have to go missed approach. The preference is to fly a left hand Vis pattern versus the entire Missed Approach procedure since weather is usually good before even going there. He also had us create a pseudo final approach course in the secondary FP by selecting the Runway 25 as a fly-to point and extending a line out to infinity so that we could have at least a back up to a glide slope. There is a whole page devoted to Visual Pattern RWY 255 on 10-7B-5. Then he pre-positioned us outside of AQULA and we flew the LDA and we commenced the approach 5 mile final he told us to expect a go-around since there was a plane on the runway. We leveled off at 8500 and turned lefty to the point we created and then flew a left base. FO will have to make all Advisory calls since tower is unmanned. Go over appropriate verbiage from your light aircraft days. CKA had us set the SE Missed Approach in the Secondary Flight Plan because we might lose an engine on a go-around. Once on final, we got a report from a 172 that there were chipmunks on the runway and I executed a go-around. As soon as I reset the Thrust to Climb, Boom #1 engine fails, now we're no-kidding doing the SE Missed which is a circuitous procedure. I took a few extra seconds to put the Thrust Levers back to TOGA and it was a great exercise in how critical that is. We got a GPWS during the escape but we had no choice but to continue. There is a note about not changing configuration and don't level off, accelerate or retract flaps till APRES on the MAP. Lesson for myself: TOGA, TOGA, TOGA in mountainous terrain. It was a good familiarization for me not having been there before. FOM says I still have to fly with a check airman but at least I've seen what's entailed.

Spot 9) EGE LDA 25 visual approach. Anybody can fly it or both can try it. It results in a go-around for traffic. There's a special VFR pattern that you have to build some points for in the Fix Info pages, then you just manually fly the circuit and set up a 700-800 fpm descent to landing after you pass the EG25D point. You'll cross a ridge and fly down a valley that basically forms a 45º dogleg to final. I found the Track/FPA presentation helpful. As others have pointed out, you'll be operating there with no control tower, so the PM is expected to make standard CTAF calls.
SPOT 9: (Either) KEGE LDA 25 Visual Approach to Uncontrolled Field, Go Around, Visual Pattern and Landing. This is basically a terrain awareness exercise, as well as how to make radio calls on CTAF at an uncontrolled airfield. We did not get too deep into the details of getting in and out of Eagle. One point is that you are instructed to, in the event of a missed approach, fly the EO MA (10-7E-4), even if you have two good engines (the reasoning is that if you are on the normal MA ground track and lose an engine, you may not be able to maintain terrain clearance). We started around VOAXA, partially configured, and there was a Cessna on the ground making calls that he was preparing for takeoff. As we got closer to the field, fully configured, it was obvious the Cessna was not going to initiate their takeoff roll, so initiated a soft go around. Following Visual Pattern guidance (10-7B-5) we leveled off at 8500 approaching CIPKU, and made a left-hand pattern, aiming at EG25D (set on the Fix Info page), which is basically the "perch" point (for configuration, raised flaps to 2 and raised the gear during the go), reconfigured approaching the perch, then flew a 'final turn' and landed uneventfully on Rwy 25. One issue we had was with speed; because we did a go around, we would have to activate and confirm again to get managed speed (among other things); did not figure this out at first so decided to just fly a selected speed that made sense. Halfway thru the final turn, the CKA told the PM to give the PF managed speed (activate and confirm). A 'sim'-ism was that at 8500' on downwind, you only cleared the terrain by 400' at one point (CKA thought it was a terrain modeling issue in the sim). MO over.

RAD Summary

1. Unreliable Airspeed

Spot 1: unreliable airspeed, same as last year. Checkairman took us though all 3 types (BKUP SPD, BUSS EQUIP, and neither BKUP SPD/ALT aircraft)...this was a demo as he explained how detail oriented it would be with basic aircraft as NFP would be continuously looking over charts for power settings through different phases of flight. It was a great demonstration and nothing you have to really prepare for.

SPOT 1: CA Unreliable Airspeed. Flew the Cowboy 8 out of KLAS. Flew manually on the SID. After ROPER, was told to reengage the automation, and going thru around 9K, the FO noticed his airspeed increasing dramatically. "My Aircraft", then leveled off at 10K. Run as a non-normal. The actual ECAM you get is something like NAV ADR Disagree, so not obvious at first that you may have an unreliable airspeed problem. Make sure you coordinate with departure (declare MAYDAY and ask for a safe altitude for terrain clearance and a vector (basically got 10K and a downwind heading). This is a quick action, so FO goes to #6 on the QRC, and works the procedure. AP off, A/THR off, FD off, then (technique) turned the FPV on (this was great for holding level flight and still worked). Used the following gouge for a "first guess" at thrust setting: 60% at 10K, 70% at 20K, 80% at 30K. Sim 4 has the BUSS, so we played around with that for a while (gouge with that is that during your approach configuration, as the speed gets to the low end of the green band (and into the yellow), it's time to make the next configuration). When you go to the new QRH (pg. 16-3), and start busting thru the charts, make sure you read the table headers and choose the correct one for your aircraft type, engine type, configuration. We set the initial pitch and thrust and looked at our three AS indicators-the standby was the closest to what the chart said we should be doing, so we decided ADR 3 was still working properly. NOTE: ADRS are laid out on the panel in the order "1-3-2", so ensure you are shutting off the correct ones!
Spot 1) Captain takeoff with unreliable airspeed at around 8,000 feet. First officer showed me at around 280 knots and my PFD and the STBY showed 250. Followed the procedure for setting pitch at 10º and climb thrust since we were above acceleration altitude and below 10,000 ft. Terrain wasn't immediately and issue, so I leveled at 8,500. Our sim had the BUSS pushbuttons, so it was a pretty quick process to get the airplane stabilized.

2. Windshear/Microburst on Takeoff and Approach KLAS - FO on Takeoff prior to VR 26R, CA on Approach 26L

Spot 2) First officer takeoff with predictive windshear. We talked about the considerations on the runway, turned on ignition, elected to use TOGA and began the takeoff roll. At about the point that the predictive windshear advisory displayed on the ND, I went brain dead and rejected the takeoff. Reminder, that for advisories, we continue the takeoff and turn away from the windshear depiction. The check airman was gracious and didn't fault me for my overly conservative rejected takeoff, and it was a good chance to discuss the requirement to return to the gate for a maintenance write-up for any rejected takeoff over 80 kts. We did the takeoff again and as soon as we were airborne, turned south to avoid the weather. After repositioning, it was my turn for a reactive windshear escape on approach. I left the autopilot on until 200 feet on the approach, and as soon as I disconnected it, we were in the shear. Follow the escape procedure and have fun!

SPOT 2: Windshear on T/O and Approach KLAS-FO on Takeoff prior to V1 26R, CA on Approach 26L. ONLY time you are ever required to perform the windshear escape maneuver is when you get "WINDSHEAR WINDSHEAR WINDSHEAR" reactive guidance inflight; if you hear that, "Escape, TOGA, My Aircraft". Also, if you get a Caution or Warning from the predictive windshear system during takeoff and below V1, REJECT (if it is talking to you during the takeoff, REJECT-don't reject for an Advisory which doesn't "talk"-check thrust to TOGA and continue the takeoff). The predictive system goes "silent" at 100 kts, so if its talking you are most likely below V1. In our scenario, the FO was performing the takeoff, and around 80 kts got "Windshear Ahead"; the CA performed a reject (new weather graphics were pretty cool in sim 4). Another note on takeoff: if you are going to continue, guidance says rotate NLT 2000' remaining-a good visual cue for 2000' remaining is that the edge lights turn amber. Yet another note: told that besides ensuring you are slowing down, the '80' and '60' calls are there to help insure the CA stows the reversers during a reject (because it may lead to an evacuation and you don't want them out with peeps going outside). On approach, if it says "Go Around-Windshear Ahead" perform a normal GA and steer away from the depicted windshear, and if gets into the "WINDSHEAR WINDSHEAR WINDSHEAR" then do the escape maneuver. The CA shot the ILS to 26L, and at around 400' got "WINDSHEAR WINDSHEAR WINDSHEAR" and executed the escape maneuver. Very eye opening, as the A/C bounced around a lot, and it took full aft stick to keep it from hitting the ground (got down to 40' RA). On a side note, we set up for windshear and several other EPs that did not "insert' themselves (i.e., no windshear ever materialized on first try); we were told this is b/c they're just loading more stuff into the sim computers than they were ever designed to handle.

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

Spot 3: Slow flight demo and full stalls. This is much like the first event we had with full stalls and treated as a learning event. It was a great recap on how aggressive you need to be on full stalls.

Spot 3) First officer hand-flown SID with autothrust off. Non event, followed by a surprise upset recovery once the autopilot had been re-engaged. 

SPOT 3: KLAS 26R Takeoff/SID/Upset Recovery (FO), Slow Flight, Full Stall. FO performed a hand flown Cowboy 8 departure. Passing ROPER, the FO selected full automation. During the climbout we were warned of a heavy that was four miles in front of us. The FO was given a DIR TO, and while heads down, went into an upset. Recovery was uneventful (remember to be smooth as there are peeps in the back). We were repositioned to 38K, and the CA went first (dealers choice) for hand-flown slow flight. Did a thrust demo, moving the levers from CLIMB to MCT then TOGA, and noticing that EPR and N1 did not move much at all, as well as you just didn't feel anything happening. Took turns flying around, where the PM would dial in a new heading for the PF-just did a couple of turns. Next, FO went first for the full stall; CKA put us in alternate law, and after pulling the thrust levers back to idle, instructed us to hold 38K until we got the "STALL STALL" aural warning. The most important thing for breaking the stall is to reduce the AOA, so push the stick forward (takes a lot), while simultaneously bring the thrust levers up to about halfway to CLIMB. As A/S increases above VLS, start to smoothly add back pressure (don't pull it into a secondary stall as pitch and roll are highly sensitive at high altitude), and smoothly add power back in. Continue your climb back up to 38K (lost about 4K during the recovery). Also, remember to not "cobb" the power up (i.e., don't slam it to CLIMB), at the beginning of the recovery, as this will be too much thrust, pitch the nose up and keep you from breaking the stall effectively.

4. Upset Recovery (Maneuver Based)

SPOT 4: Upset Recovery. We were repositioned over Lake Mead, clean, at about 5K. FO went first. While on freeze, given 40 degrees nose high, 287 kts, and told to recover. FO rolled smoothly to 30 degrees of bank and pushed over to the horizon. Rinse and repeat for the CA. Remember, there are peeps in the back, so be as smooth as you can without sacrificing the recovery (watch your A/S during the pushover and don't let it get below VLS).
Spot4) We went up to FL380 and both had a chance to do some slow flight, with an emphasis on how little engine thrust is available up there if you get behind the curve. This was followed by the high altitude stall for each of us. Then a couple of upset recovery maneuvers.

5. Manually Controlled Instrument Arrival and Upset Recovery

Spot 5) Captain hand-flown STAR with no autothrust. 

SPOT 5: Manually Controlled Instrument Arrival and Upset Recovery. CA flew this one. Used the TYSSN 5 ARRIVAL, and started just inside CEJAY at 19K. Hand flown to about TYSSN, then told to recouple the automation. Given DIR PRINO (a fix on the ILS 26L) and while heads down put in an upset recovery. Recovered to wings level, and SPOT over.

6. High Altitude, High Energy Go Around 

Spot 6: High altitude, high energy go around. You do not need to do a soft go around, mostly a demonstration to level off or slow climb and cleanup.

Spot 6) Captain flown visual approach to 26L with a capture of the glideslope from above. Just be ready to arm the approach, dial the altitude up and set v/s between -1,500 and -1,800 as soon as the sim comes off freeze. We did the go-around off of this, 

SPOT 6: High Altitude, High Energy Go Around. CA's approach to 26L. (This is also a "capture the GS from above" exercise) Just inside LARRE at 6500' and high on GS, cleared for the approach. Was flaps 2, 170 kts SELECTED A/S. Selected V/S to 1800' (target range is 1500-1800), ensured APPR is armed (most important thing), and spun altitude up to 8K (to prevent capturing alt on way down). After GS captured, continued with normal approach and set missed approach altitude. At 5200', told that approach clearance had been cancelled, and given a turnout heading of "Right to 100 degrees at RELIN, climb and maintain 7000". This is where the fun began: CA initially called for 7K and gear up. we had pre-selected the heading, and when we pulled it the plane turned LEFT instead of RIGHT (turns in the shortest direction). Also, we SET 7K on the FCU, but did not SELECT (pull) it! Actually trapped both errors pretty quickly (ok plane continued descent to 4200 but who's counting), turned the AP off and manually turned plane back to the right, FO selected the ALT on the FCU and exercise over (the heading thing was one of the big objectives of this SPOT, and a better answer would be to, instead of pre-setting the heading to 100 degrees, wait until arriving at RELIN to start spinning the heading to the right). Entire Sim took around three hours.

LOE Summary

                                         DCA - BOS

We had DCA-BOS, no runway change, temp 15. Checkairman tries to keep you busy. We got a report of moderate turbulence above our cruising altitude. We requested a lower altitude and was granted our request but you get unexpected moderate turbulence anyway. Make sure to notify dispatch for new fuel burn under 4K. I had briefed flight attendants on ground regarding turbulence and called the flight attendants in flight to notify them of light turbulence procedures and time based on report of "some turbulence below FL 260 and moderate reported at FL 270" we were FL200 per request. Encountered moderate turbulence anyway and made a PA "flight attendants, be seated immediately" we discussed in debrief and checkairman seemed very satisfied with turbulence handling. The takeaway I got was that you are going to get an unexpected turbulence event so just follow procedures. We then got an IDG disconnect which is a confirm item and APU auto shut down on start so we had to divert (went to JFK). It doesn't matter who flies but the FO and I discussed having FO fly, just easier because our procedures prefer the FOs to fly during non normal events for the most part anyway but it is CA discretion. Pretty straight forward, just continuously busy throughout event.

For our RLE sim ride we had # 15-6 DCA to BOS with a IDG overheat/APU won't start @ altitude/divert into JFK (ILS 13L). Land 13L @ JFK and taxi off the runwaymake a few turns with ground control and stop on the taxiway. Ride over. 

No problems getting off the gate @ DCA. Just conduct the mandatory briefings for the all the EO and airspace found in the company pages on your IPad. 
Load EO SID (10-7 pages) into the secondary flight plan to include one mile ring around PLIVA on the fix page.  NAV in blue (call that out) before you take-off Runway 1. 200 feet on departure NAV in green (call that out) and engage autopilot @ 100 feet AFL. The sim is rough when you hit the turbulence. Slow down and ask for lower and it magically smooths out

Day 4: LOE was DCA-BOS #6. Everything is DCA-BOS right now until they change the heading on the evaluation form. There is no BOS-DCA header, so apparently they are not allowed to fly that scenario yet…? I guess pen and ink changes are not allowed on the evaluation form. Anyway the LOE itself was takeoff out of DCA RWY1, brief all the stuff out of DCA, taxi out, takeoff, SID all uneventful. Expect moderate turbulence and the Capt does his notifications to the FAs. After it smooths out we had the IDG temp advisory, overheat ECAM. The APU failed to start, we were down to 1 generator and diverted to JFK ILS 13L. It gets busy because you are close to JFK at FL270 or somewhere in the 20"s, and the Capt has to do all the Capt stuff. Take your time descending, don"t hurry, ask for a vector (not approved), so I asked for holding. Held at BUZON while we finished up with all the checks and notifications. This also allowed to slow things down, get down to a good altitude for the approach. BUZON is only about 12 miles from JFK. Uneventful approach and landing, taxi clear, flaps up, get on taxiway A, then its over! Dont relax on the runway, play it out another minute!!!

We had scenario 15-4, DCA-BOS. There's a couple of issues with the flight docs that are included in the training manual. We were supposed to have a CDL for a missing static wick, but the flight plan had the MEL for the APU generator instead. The check airman said to ignore that and go with the CDL depicted in the briefing slides. Not a big deal for the non-normal that we got later in the flight. The weather on flight documents was different that the ATIS printouts we got in the sim. It was 3/4 mile vis, so I elected to do a two-engine taxi so the FO and I could both have our attention outside where it belongs. Straightforward taxi to RWY 1 via J and hold short of 4. All lights on for the crossing. Remember to thoroughly brief the P56 avoidance area, as well as engine out considerations. Check NAV in blue before pushback and again before taking the runway, then verify NAV green by 200 on departure. I find it helpful to write a note on the departure chart to remind me, just incase some distraction pops up on the taxi out. Departure was uneventful. Climbing out of 180 we were advised that there was moderate turbulence from FL220-360. We asked for FL200 and it was approved. I called the FA's anyway, and of course we still encountered the moderate turbulence right after that. Know your standard turbulence procedures. It didn't last long, and we were out of it and got the seatbelt sign off. I sent a message to dispatch to let them know that our altitude was more than 4,000 from planned and to give a turbulence PIREP. The sim doesn't have the capability of uplinking new fuel burn numbers, but the check airman faked it for us anyway. They do a good job of keeping things busy with frequency changes and direct clearances. We got the approach briefed and were nearing TOD when we got the ECAM for AIR ENG 1 BLEED LEAK. Not much to do here, except to avoid icing conditions. I asked ATC about reports and they had none. Then I used the Dispatch Direct VHF network frequency for the New York-Boston area and checked with dispatch. They also had no icing reports and concurred that continuing to BOS was the best plan. I checked the ECAM supplemental and noted that our ENG 1 bleed valve was properly closed and the temperature had fallen below the trigger point, so I was not concerned about temps inside the nacelle and we proceeded to BOS. The weather had deteriorated and the expected Light Visual (RNV-F) to 33L had been replaced by the ILS 33L. After landing, we taxied clear of the runway and took a break before beginning the RAD portion.

RLE - We had (and advised day before) 15-5 (DCA-BOS). Pulled up paperwork the night before. MEL was APU Gen Inop, but was advised to disregard that (Instructor got an email to change scenario). ATC advised us about mod turb from FL220-330 - we were filed for 270, so after checking fuel (plenty) requested final of FL 210. About 170K' in the climb, received mod CAT for short duration - called back to check on F/A's and all was fine so continued (smooth). Also had ELEC IDG 1 Oil OVHT, but APU OK, so notified Mx thru ACARS and continued to BOS. Descent on ROBUC arrival and eventually cleared direct to LYHTT for Light Visual (RNV F) 33L. Be sure to set in 269' (250 + field elev) in Baro and be at 1800' and configured by LYHTT for a tight turn. Received ATC instructions to G/A (traffic on rwy I think), so Soft Go to vectors for a Visual 33L - had F/O dial in and brief ILS as a backup. 
RADs - all training, so all very good. 

For our RLE, we did 15-6, which was DCA to BOS. Our non-normal was ELEC IDG 1 OIL OVHT, APU no start, divert into JFK because one generator=AMBER LAND ASAP (land at nearest suitable field).

                                                          BOS - DCA

Scenario 15-1 is Gate B-16 in Boston, operating shuttle flight to DCA. (some sims are programmed to be at B-10, but ours (Sim #2) was B-16. SOP's for departure from the gate. It's 10 degrees Celsius outside and a half mile visibility, so engine anti ice ON for operations. Taxi to 15L for departure, the 22's are closed for inspection. Somewhere along the way (ahem, after you run the Before Takeoff Checklist), you get notified that new ATIS information D current, and you will now be departing off of 22L. You have the data in the TPS, no gotchas. Revalidate the flight plan, reconfirm the numbers, rerun the checklist. Took off, anti ice off and then back on climbing through temperature inversions, no biggy. Cruise altitude is 30,000 feet. On climb, ATC amended our altitude to 26,000 feet and assigned that as our final altitude. I sent a message to dispatch giving our new cruise altitude and fuel on board for updated "enroute flight progress data". I asked how rides were ahead, was told intermittent chop with occasional moderate turbulence between 22,000 and 38,000. I immediately notified #1 flight attendant and advised them of flight time remaining and to begin using "MODERATE TURBULENCE PROCEDURES" for the remaining 44 minutes of flight, followed by a PA to the passengers. Got a few jolts, but was told that we did everything we were supposed to do, so wasn't anything worse than occasional light chop the rest of the way to DCA. Normal arrival planning and crossing restrictions for the CLIPR and for the ILS 01. After everything was briefed for the arrival and approach, we begin our descent and received an Amber CAS message- AIR ENG 1 BLEED LEAK. FIX strategy. Followed up with QRH. Followed up with Supplemental Manual. Discussed together. At this point we were 44 miles from DCA, elected to call maintenance for the early alert heads up, gave them ETA and gate, pretended to write it up in the book. Wrapped up by 11,000-ish feet. Weather in DC was overcast and 12 degrees Celsius. Asked ATC if any reported icing conditions on descent (message says to "avoid icing conditions") - none were reported and the temperatures remained good the whole way in. Vectors to ILS 01. Land. Exiting the runway, we were originally assigned gate 26, check airman says that's a typo, to park at 25, no different than a normal gate change. Pull in, park, checklist - Done. 

CLT Sim #1
Scenario 15-3 BOS- DCA divert to PHL

Fight plan and TPS very straight forward. Normal start off Gate B-16, verbage for push crew needs to be verbatim. Taxi out to RWY 15R via E1 K B L. Normal procedures until RWY change to 22L. Elected to stop and reload the box and rerun Before Takeoff Checklist. Multiple runway crossings so make sure you adhere to FOM. Don't go below the line until you have crossed 22R and watch your Min T/O fuel. We had a sim issue which caused us to sit idling for 15 minutes. Normal A-I on Takeoff to a HDG and RV to the first fix. Accomplish all normals until level off. After level off and Seatbelt sign off; begin getting Moderate Chop; turn on seatbelt sign and tell flight attendants "Moderate Turbulence Procedures until we can change alt and find smother air" Make a PA to the pax and then try to change altitude. Dropped down 2k' smoothed out. ELAC 1 and 2 fault which was a Sim fault (not planned). We ran the ECAM per SOP and both reset. Shortly thereafter IDG #1 overheat with APU auto-shutdown. Make sure you run the APU shutdown ECAM and follow-ups. Declare Pan Pan Pan with ATC and coordinate with dispatch for a divert to PHL for wx and Notams, (used crew phone) Used OD pages as follow ups for the diversion. Talk to the FAs, Talk to the Pax etc ... ILS 9L to stop on the rwy and subsequently taxi to the gate. We had other issues with the Sim which made it more difficult but handle it as you would in the real world.

RLE (LOFT)/RAD BOS-DCA 
The briefing was very professional! My CKA was being evaluated by the FAA for recertification...greeeeaaat! I arrived about 30 minutes early to get my head in the game. The CKA came about 5 minutes later and couldn't have been more disarming. He explained that he was being "observed" and that it should be no big deal (right!) He put me totally at ease and we chatted a few minutes until the FAA guy arrived and we all talked about flying stuff. It was nice but it occurred to me this is still an eval and the CKA wasn't cutting any corners. Sure enough, when the brief commenced, Slide #1, the CKA looked right at me and asked me to explain what the TEM model was about. I gave a few boiler plate answers about barriers, tools and safety making sure to leave room for the FO to chime in and he did. It was a softball question but I knew he needed to show the FAA guy he was engaging us. We got questions all the way through this briefing which lasted 1+40. We had a few questions about TPS, Weight and balance, RNAV approach naming conventions, plus a few other softballs throughout and eventually we had a couple walk-around questions. Bottom line: If you read the slides and pay attention to where there might be questions, you'll be fine. The FAA guy complimented the CKA and us for being prepared. CKA gave us each a printed version of all documents we'd need for the eval including a CDL for static wicks. Be sure you make it clear you at least addressed this by checking MEL/CDL. All ground ops were totally normal. We briefed all CO pages including checking the FMA for Nav Blue before taxiing and NAV green at or before 200'. Plugged in PLVIA with a 1 DME ring and alternate/engine procedure in the Secondary (standard stuff) Completed ground ops. CKA told us to shoot for 1150 for off the gate and of course I didn't remember to start the PU until CKA dinged us like the MX guys always do to ask for permission to remove external power…Doh! No big deal. We finished all checklists and were off of Gate 25 at DCA, weather at DCA was IFR, NE winds no icing conditions.
We taxied to runway 01 via J, crossed Runway 4. Put lights on when crossing runway (Note: Be sure you're both outside while on the crossing runway, my FO was debriefed about looking inside while on the runway…very minor point but I feel like the CKA had to be sure to show the FAA guy he was looking at everything). FO Takeoff was totally normal. I suggested he consider using AP as soon after takeoff that he was comfortable. He did and departure was totally vanilla. Received a few vectors then after level off at 270, we got a radio call from DC Center about company reporting moderate turbulence 30 miles ahead. I asked for a lower altitude, not right now…We talked about the airspeed for turbulence penetration and sure enough, we entered what felt like light to occasion al moderate, nothing worse. Be sure to not only tell FA's but make a PA to pax about "Turbulence" ahead, not bumps or rough ride or any other slang term. I briefed the #1 but didn't make a PA because it was smooth when we got the call. The CKA just wanted us to show we knew about the newer procedures in FOM. I was expecting something to happen and frankly, the silence was unsettling but it wasn't until we passed JFK (first fix on ROBUC3) into Boston. Ok, we're just about committed to continue to destination now. Then, 'Ding' ECAM: AIR L WING BLEED LEAK The Blue section said only, Avoid Icing Conditions. FO was flying, He said "My aircraft" and I proceeded through the FIX. Honestly, the fact that it so abbreviated threw us both off. FO got on the radio and asked if Boston was reporting any icing conditions and the answer was no so we agreed to press on. The thing that made me uncomfortable was the fact that the PACK 1 button was illuminated with FAIL but there was no instruction to turn off the pack. FO suggested we start the APU as a backup for Bleed if we needed it so we waited till we were below FL200 and started the APU. I checked the ECAM Supplemental for something to do but that was our Non-Normal. We got vectors off the STAR and flew a non-event ILS to 33L cleared at R and as soon as I called for flaps up, CKA said we were done.

 RLE-15-1 BOS-DCA
It was a thru flight. No need to test first flight of the day stuff. Run it like a real flight. They want you to do PA, FA brief, talk to all the normal people. Make sure to use only standard phraseology on push back. No gotcha's during the preflight or taxi out.
ATIS was using 15L. Weather was 10/10 and BR so we turned on eng ice after start. 2 eng taxi. Once around the corner and after we did the before takeoff, they switched runway to 22L and also departure to the Patts5 from the Logan departure. We stopped on the taxiway short of 15L at November and did all the updates to the FMS, speeds, and re-checked the flt plan page for the new departure routing. Re-run the before takeoff checklist to the line. Once complete, we told ground ready to taxi and they gave us instructions for 22L with numerous Rwy crossings and hold shorts. Use lights crossing all rwy's.
Normal takeoff and flew departure and on climb out, moderate turbulence reported between 22-25 our cruise altitude was 30. Call flight attendants and let them know to remain seated and use the term moderate turb procedures in effect. You will call them back when it's safe to get up. Also, make a PA to the pax to let them know you have instructed the flight attendants to remain seated. ATC then told us 260 would be final to DCA. Don't forget to load 260 in the prog page for new cruise altitude. Halfway to DCA we got "Air Eng 1 Bleed Leak". Don't forget "My Aircraft" and then PM runs the quick action or ecam exception......Assign pilot flying and then run the ecam and follow ups. Not much to do here, but wing anti ice inop. Use available resources, PF should call ATC and find out about icing into DCA, PM (CA) should call dispatch and advise and ask for any icing pireps or any knowledge from the dispatcher about possible icing on decent and approach to DCA. We didn't have any reports of icing so we elected to continue to DCA and did the ILS 01, cleared runway and that was the end. They are really emphasizing to use all available resources. 

 General Notes

1. Lots of TPS scenarios so I'd recommend both FO and CAPT have a good understanding of the TPS. Everything is a training event other than the LOE. 

2. They are emphasizing standard verbiage, flying without automation or disconnecting it when needed - then re-establishing it when appropriate. They are also emphasizing the "Gotcha's" with TPS data. As always, review Go-Around procedures, single engine procedures, runway assessments, and OD pages. 

3. F/A briefing - FM

4. Know your flows and callouts

5. Load alternate fuel on INIT B page, routing + approach
Review Company pages

6. Review MELs

7. Brief taxi route, hotspots, and TPS performance

8. Route + Arrival verification / check re-routes

9. All lights on when crossing runways, “Clear left, clear right”

10. TCAS: “Autopilot Off, Flight Directors OFF”

11. Monitor 121.5 

12. RSVM Altitude cross check at level off

13. When diverting, talk to ATC, OCC (use Air Cell phone), F/As, pax

14. Recruise by inserting same cost index

15. Landing gear down - check triple indicator

16. Monitor Autobrakes

17. *general sim reminder: if you have a basic sim, it won't make the 100' above and minimum callouts for you. So, PM make sure you're ready to speak up on that. Even running in #2 for all three events, it still caught both me and the CA on a few spots.

18. slides in the "Walk Around" presentation

19. First two days in the sim are exactly as shown for each of the spots. First day is basically training so anything that needs to be repeated can be. Very low stress. Know your triggers and flows same as others have said. They are really wanting to see adherence to SOP's, make sure you know them and training will be a breeze.

The MO session was very easy and low stress and plenty of time to get everything done. RAD involved hot brakes after takeoff and some door issues. Apparently crews are diverting for door ECAM because there isn't really anything to do on the ecam and crews NOT going to the follow ups which have you determine if you have a pressurization issue. If there's a pressurization issue, then divert is good call, otherwise continue to destination.

20. sim instructor did show us a neat trick to pre-set the engine-out missed approach procedure. Page through the flight plan to the first blue item on the missed approach. Insert JFK11 on top of that point. Then enter JFK11/180/25 as the next point and enter it in the MCDU. Finally, press the overfly pushbutton and put that on top of the JFK11. Now, in the event of a single-engine miss, you'll have guidance for that turn. Just remember that it is a track and not a heading that is displayed on the ND and if you miss the approach, you'll have to set that 180 heading after you get the turn completed.

Just did 15-5. IDG 1 OHT during flight to BOS fr DCA. All else was about same. One other thing, we got mod turblnc at altitude and requested lower. It was granted but more than 4,000 feet. Remember to inform disp for fuel calcs.

RGS, RTS, MO, & RLE all performed in Dallas