| LINE PILOT CQT SIMULATOR COMMENTS |
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This page is a summary of the comments forwarded to me by the line pilots after completing their CQT training event. The material presented is in it's raw form as submitted to me for your review. As the program progresses and changes are implemented, it is vital I receive feedback to update the SPOT and LOFT scenarios. If you encounter any
differences or additions as related to your sim experience,
just jot them down in an Email and send it my way:
busdriver@hky.com |
| Known CLO Scenario Triggers LEGS 1 & 2 |
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BOS-PHL (yellow triggers) * ELAC 1 fault * Pack Fault * Fire Loop A # Eng DCA-PHL (yellow triggers) * SEC 2 Fault * CAB PRESS SYS 1 Fault * ELEC GEN 1 Fault PHL-CLT (red triggers) * HYD G(reen) RES Low level * FCU 1 & 2 Fault * Loss of eng oil #2 PHL-SEA (red triggers) * Stab jammed * Dual ADR fault * APU FIRE, GEN 1 on MEL PHL-ATL (red triggers) * Right L/G Fail to extend * Dual RA Failure, # 2RA on MEL * PAX Medical with direct to CLT diversion |
| LINE PILOT FEEDBACK |
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July 22, 2008 DAY 1: As previously reported here, very busy day, lots of instructing/training. Not a lot of emphasis on flows that day, it was basically go, go, go! Lots of repo's. Very thorough instructor. SLC not a problem (all IAP's to 16R), remember TERRAIN on ND, expect very low vis, icing conditions. Remember Eng AI and especially WAI procedures for T/O, CLB, DES, APPR, and LDG. COs, remember also to brief SMGGS on Cat II/III IAPs. FO had a dual threat TCAS on climbout. On the way to MGGT (TERRAIN on ND), had an EO, turn 90 degree from AWY to parallel it. And YES an EO at high altitude IS an Immediate Action Item (EO unable to maintain alt), do not rush, follow the proc by the QRH and you will not lose much alt at all. Our engine eventually auto relighted. Next we got a descent to an alt below the MEA and grid MORA. Be sure to catch that, AND to inform ATC as to what SAFE alt you will, in reality, descend to. The sim visual display for MGGT was much better than I expected. COs, on the VOR approach to Rnwy 01, the RWY is quite at an offset to the left when you break out. Plus the wind was strong from the East, so careful, or it will throw you very quickly to the west side of the RWY as you try to line up. V1 cuts, definitely go to TOGA for better climb performance around MGGT mountains, also know how to use the RAD IN/OUT function of the DIR page as to intcpt/track outbound radial as per 10-7. FOs, be very familiar with the whole IAP for ILS 01. It's demanding, even while still on A/P. Upon turning inbound it will be handflown. Some crews have had Energy problems on this IAP, so maintain a safe selected speed during that turn to final (but not so fast that it will cause you to blow by the LOC), follow the guidance for that IAP on the airport pages. If at any point you have to go-around, remember that GA TRK will establish the trajectory of the A/C from the point where TOGA was activated (the area is surrounded by mountains), so be sure to guide the A/C along the proper published GA path. Mini loft (Error Threat Management): FOs, must exercise good airmanship in controlling the A/C while diverting in a hurry to DEN, as to free the CO to do what needs to be done (CO shouldn't have to be constantly supervising the FO). Descend at a high rate (use full speedbrakes), and keep her fast to the airport even below 10K (it's an Emergency, remember?), til you reach your comfort limit for the approach, then slow down to normal profiles. Remember when doing all of this definitely stay waaayyy ahead of the a/c. Don't create another emergency out of an existing emergency. If you're getting in the Red zone, slow her down and get yourself back on the green (you'll be at least on yellow really). CO will be very busy, don't forget to get dispatch in the loop. Make a couple of authoritative PA's to help control the situation (all passengers to remain seated / seat belts on). Eventually beep will sound, be careful, be sure to hit "LOCK" (not "unlock") on the door switch. DAY 2: Lots of questions from the CQT blue guide. BOS-PHL, as previously reported here. CO had a TCAS on the climb out. One catch on the pack OVHT: The ECAM message is a bit confusing as it states, and I paraphrase, "when ovht out then pack back on". The ovht message will not disappear when that pack cools, you have to look at that pack on the Bleed page to see when it cools down. Then it's pack back on, BUT it will ovht yet again and again, so you just stop trying to reset it, and follow the proc accordingly. Held at VCN, remember to ascertain as to how long you can hold, notify Dispatch of your hold (HOLD pg has a nice and quick prompt for that, no need to type a message). Entering the hold notify ATC of alt, time, and fix. PHL-SEA, APU Gen MEL'd. Still had the APU bleed, but of course had to start Eng 1 at the gate w/Ext connected. Don't forget to have Ext disconnected after start, AND before you call for pushback (the instructor left it connected on purpose, so watch out!). Lots of questions from ATC during climb for Performance info (easily found on FMS pages/features). Near PIT had to disconnect an IDG (remember, it's a Confirm item). Now Single Gen, declared Emergency, diverted to PIT, take your time on this one (but not excessively of course), do the full QRH overweight ldg proc., also talk to Dispatch and Maintenance (they have a discrete freq in PIT on airport pages) for additional helpful info during an Emergency (we had a "J/S", so use the "J/S" to confer w/ Maint.). As usual, overstudy, practice your flows and call outs, and you'll do fine. At the end, our instructor was teary eyed (borderline weeping) as he stated that he had never seen such a display of cunning and skill and superior airmanship (I'm kidding of course). We definitely got our share of comments on things we could have done better, and you will too! All for our good! Constructive criticism actually hurts the instructor more than it hurts you ... just like your parents used to tell you :) Take it like a man! Actually, take like a pilot! There, that's more politically correct verbiage. Good luck ya'll! |
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July 20, 2008 As for the CMO it went by the book exactly as published. There was a lot of slewing around. The first half takes place in SLC. We started in position on the runway. From there things went quickly. We did the low vis take off and then were slewed to the intercept heading for the approach. Most of the day that’s the way things went. After the break we came back and were at FL350 on our way to MGGT. Our engine slowly quit working so it was just the engine roll back and the loss of airspeed. It was the Captain’s leg so I had to do the immediate action items. There were a couple of sim glitches while we were in Guatemala so we’d start a maneuver, have a problem, not like an airplane, and have to try again. But we’d just slew back to prior to the VOR or where ever we needed to be. But even with the problems we had time to do the error management spot. We were in route SEA to PHL. At altitude we programmed the route. We were about 80 miles from DEN and were routed right over FQF so when the problem went from two guys arguing over their window shade to a full blown fight with other pax and a flight attendant in the middle of it we dropped into DEN. We declared an emergency and had a pretty simple arrival into DEN. The sky and the runways were ours. I don’t know if a real world situation would be so accommodating, but I hope so. The only weird thing was that the ‘breach of the cockpit’ was just the door chime. I would have thought there would have been some pounding on the door or something but it was suppose to simulate a F/A who had given the bad guys the code and they were just going to storm the cockpit. When the alarm went of I just reached down and locked the door, mainly to stop the chime. The CLO day was nothing that hasn’t been on the website before. Our first leg was DCA to PHL. South T/O, a reroute, a SEC2 fault, a hold at VCN, a PRM into PHL. We didn’t even have a break out, simple. The next leg was a 27R T/O. Since somewhere on the site I had read that the NAV departure was wrong I loaded it, but it looked right to me. So I asked our ‘jumpseater’ if he’d heard anything about it and he said if it was wrong there would be a notam about it and there wasn’t so we used it and it worked great. Boring until just prior to Magic where we had HYD G RES Low Level. It was pretty straight forward. The Captain is reading like mad and I’m just cruising along. We got vectors around to the west of CLT to the downwind. We got all set up and onto final. I asked the Captain if he’d feel better making the landing. He said yes so we switched duties. He made the landing, it was uneventful and we were towed to the gate after we stopped on the runway. Straightforward and simple. |
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June 27, 2008 Day 1 in the simulator was as advertised. All the spots were accurately described in the web site. The last item was a mini loft in route near DEN. A passenger disturbance in the back escalated from a stage 1 all the way to a 4 with a divert and landing in DEN. We followed FOM 5 page 30. Day 2 was a loft from BOS to PHL, some re-routes, TCAS events and a ELAC fault, holding and ILS 27R. The next leg was PHL to CLT, Departed off 27R, the NAV departure is not accurate so remember to put the ILS 27R in the RAD NAV page for the DME and turn info. Then some re-route and TCAS events. Then the biggy was an FCU 1&2 fault. Back to basic flying, we declared an emergency and diverted to GSO for better weather. Everything happened prior to MAYOS at FL220 so of course we missed it. Be ready for it. As you mentioned know your ECAM procedures. |
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June 16, 2008 Note: For my 2 days in the simulator, the F/O position was empty and filled by a check airman. Day 1: All SPOTS were as listed on the website. An uneventful KSLC low VIS takeoff followed by a CAT III approach. Close to minimums the red autopilot light illuminated so we did a normal go-around, followed by another CAT III approach with a soft go-around. Then another low visibility takeoff with an engine fire prior to V1 resulting in a reject. The ground fire crew confirmed fire was out so an evacuation was not required. The next SPOT began at 10,000 feet. First a TCAS RA with traffic both above and below. Call for AP OFF, FD OFF and gently move the stick to follow the TCAS guidance. After we were clear of that conflict the ECAM presented a pulsating oil quantity indication (see last yellow page in QRH), followed by a total loss of oil resulting in an ECAM to shut the engine down. Single-engine CAT I ILS was shot to minimums with full use of A/THR and A/P, then hand flown to touchdown. We slewed down to MGGT and on the first takeoff
encountered a reactive windshear. After "Windshear TOGA", I called for
Autopilot 1 and it did an excellent job of traversing the windshear. We did
not get into an Alpha Floor condition, but if you do remember to disconnect
the A/THR to get out of the resulting TOGA LOCK. To get your automation back
online afterward, remember to build the pyramid - first A/THR ON, FD ON,
then finally A/P ON (this also applies to the TCAS RA events).
The next SPOT began at cruise altitude (FL330) enroute to MGGT. Engine failed, so we had to do the Unable to Maintain Altitude Immediate Action. Brought it down to within the airstart envelope and was able to fire it back up using the airstart procedures. We were slewed to the FAF of the MGGT VOR ... approach and the AP flew the approach like a champ. Reset to MGGT RWY 01 for an engine failure after V1. We built the 10-7 radial into the secondary flight plan so had it available when required for the intercept. For the Mini-LOFT we were positioned at FL350 just a
bit west of KDEN headed east bound. Review the 4 threat levels in Ch 5 of
the FOM. It started out at threat level 1, and as it escalated to threat
level 2 we decided to divert into KDEN. Shortly thereafter it rose to a
threat level 3 so we declared an emergency and followed the FOM threat level
guidance, and smoked into DEN.
Day 2: Several questions were asked from the Flight Scenario Q&A during the briefing. First leg was BOS-PHL. Did an elevator indicator MEL follow-up procedure at the gate prior to start. Make sure both pilots check the PERF bias, gate coordinates, and the ATC amended clearance routing. They are watching closely for flows, SOP, and runway incursion avoidance as you start up and taxi out (single-engine). Routine takeoff and climb. He gave us a re-route on the departure which was simply to use the new FMS2 radial IN feature on the DIR TO page. A quick TCAS RA event after that. At cruise we had a PACK Overheat ECAM which was a simple procedure. On descent we had a non-standard hold at VCN. If you had inserted your alternate routing and approach during initialization at the gate, you’d have an accurate holding time before bingo fuel when he gives you an EFC. We left the hold and were vectored for an ILS 27R approach. Single-engine taxi to the gate. Do all your flows and checklists, then time to hit the head. Second leg was PHL-ATL. RA1 on MEL. Another re-route on
departure. On descent the other RA headed south. Closely look at the QRH and
non-normal procedures to see what you’ll lose. You’ll need to determine the
landing distance multiplier and approach speed increment in the QRH.
Although you have to land using FLAPS 3, the increment is added to the FLAPS
FULL Vref speed. You will be in direct law when you lower the gear so make
sure you also review the direct law page in the non-normal supplemental. Get
it slowed up (150-160), configured (FLAPS 2 or 3), and in trim well before
lowering the gear, as you will be using manual trim the rest of the flight.
The F/O will have his hands full on the approach, so you might want to
declare an emergency for priority handling. The APPR button is inop so you
can only use the LOC button. Neither AP is available and the procedure
advises you to turn the A/THR off. Also, there will be no altitude auto
callouts. After landing you taxi to the gate and shutdown, then you can
finally bolt to the airport for your flight home. As other have stated, know your flows, SOP, callouts, and non-normal procedures: (Immediate Action? -> ECAM exception? -> do the ECAM -> ECAM follow up? -> Non-normal supplement. Review the last few pages of the CQT/AQP Guide for an excellent treatise on this). Make sure you practice with the ECAM Trainer on TheHub, as it is time well spent in review. For approaches, the new briefing guide on the checklist should be referred to as well as the approach information on the blue pages of the QRH for approach briefings. The first day was intense but is strictly training. The second day was more relaxed. The check airmen are great - very laid back and want to help in any way they can. I actually enjoyed my “3 days off” and hope you do too!
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June 9, 2008 Day 1 of Sim. All went exactly as in the guide. Mostly in SLC and finished in MGGC for the VOR with the arc to a landing and the V1 cuts. The whole scenario is action packed, very difficult according to check airman to complete in a timely manner. We never got to the cockpit intrusion scenario at the end, we were late already. Check airman was great. They are stressing SOP'S in a big way and the eternity it now takes to brief an approach, between the back of the new checklist, the approach plates, and the blue guide in the QRH. and again do not laugh, they are big into the single engine taxi thing. Check Airman said company is putting a list together of guys running APU's at the gate via the chief minions at the bases. They are to be brought in to the Sim for 4 hours of training. Bastards are getting mean! Day 2. BOS-PHL lots of brownie points for single engine taxi, we kept screwing up little things as we had no experience doing it. Before leaving gate we had an MEL requiring us to run a simple procedure. I think it had to do with elevator indication on ECAM. Reroute in flight around Lucos to join a radial inbound to SIE. He liked us doing the direct to key on FMS2 and building it there, very simple. An easy RA followed, a direct clearance to Shlep, then a couple of crossing restrictions. Then a hold at VCN. We had to build the hold, as it was not the database hold. I think we held southwest on the 190 radial, followed by the ILS to 27R. More brownie points for calling for single engine taxi. Leg 2 was from PHL-ATL, much the same, additional single engine brownie points, simple reroute, another RA, tremendous tailwind to ATL where we descended via the Whinz 1 arrival. He kept us high on purpose, remember the speed brake. Brief the approach early if you can, at some point #2 RA quits. #1 RA was on Mel and that will put you in direct law once the landing gear comes down. Get familiar with that new supplemental normals or non-normals little blue book in the cockpit.(Sorry forgot the book name) Pages 138 and do not forget to go to page 73 once you finished page 138. Page 73 has all kinds of goodies about direct law. Page 138 directs you to page 73. Easiest thing is to take your time, declare emergency, and ask for a longer vector just to get all your mess done with. It is actually a simple approach that FO flies and Capt. works!!!!!!!!! reading. You know, the immediate crap routine, followed by the exceptions, ECAM of which there is nothing there. Then you go to page 138 of the old chapter 21 on the pilot's handbook, now the small blue book in the cockpit. Basically everything but the Radio altimeters work just fine until you put the gear down. In Airbus wisdom it falls apart when the gear drops. Get the airplane slowed and trimmed long before you drop the gear as you will be in Manual trim and direct law after that. The flight directors work fine, HOWEVER only the LOC will arm and track correctly. The Approach mode is inop, and the glide slope on the flight director will give false info. We had no trouble using the FD for the LOC and following the raw data on the PFD. You can also turn FD off and do the raw data thing. FO had little or no manual trim to do as he was down to 160 and flaps 2 long before we dropped the gear. Normal landing and to the gate. Additional brownie points for single engine taxi. We got permanent brownie points once I argued, (correctly), that Page 73 of the blue book suggested manual thrust, and check airman disagreed. He had never seen it or had it called to his attention before. Having said that, FO flew approach with AT on, he didn't hear me read that either, however and this is the key, have the airplane slowed and trimmed before dumping gear and you can leave it alone with little or no trimming required. Check airman was great, very busy first day yet very relaxed. |
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May 22, 2008
The LOFT on the second day consisted
of a flight from DCA-PHL, then PHL-CLT.
The DCA-PHL leg started with a south departure and then a simple re-route.
We had a TCAS event along the way with 2 aircraft – one above and one below
us which resulted in an RA. Next we had a SEC 2 fault. Followed the
procedure and the reset worked. Nothing else required. One turn in the hold
over VCN and then on in for an ILS PRM to 27L for a normal landing. No
breakout maneuvers required. Taxied to the gate then off for a break.
The PHL-CLT leg started out with a (don’t laugh) single-engine taxi to a
departure on 27R. After T/O we had another simple re-route. Sat at altitude
and nothing happened until we were descending into CLT. About 70 miles out
we lost the Green hydraulic system. Captain runs through the ECAM and lands
on 18R. Really nothing difficult on this one.
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May 19, 2008 Three things that were hot buttons for the instructors : (1). Runway incursions (2). Navigation errors (3). Altitude busts SOP's are still being drilled ... know the SOP section cold.. Standardization is the goal. We got the DCA-PHL SEC 2 Fault. C/O Flies ... Crossbleed on MEL, the only mention of correct procedure to start engines is in note in non-normal supplemental manual. The MEL does not address opening the crossbleed to start # 1 engine, You'll get a START VALVE LOW PRESS, #2 engine would start normally because of APU BLEED plumbing on right side of crossbleed valve. SEC 2 fault in flight, resets no big deal, ILS PRM 27L PHL ... no breakout normal landing. MCDU NAV change on departure, multiple crossing restrictions on descent 13000 at SIE and VCN at 8000 given just prior to SIE to see if you'll bust SIE restriction. TCAS enroute ... dual target one 400' above descending and one 400' below ... requires a rapid climb (A/P OFF F/D's OFF) quickly followed by a reversal to monitor vert speed, level off, split the targets by about 200' each. Second leg, PHL-CLT F/O Flies ... HYD G RES LOW LEVEL. C/O does Procedure, Landing Gear manual extension and Landing distance procedure apply (simple). Stop on runway, no NWS, gear doors open, Mechanics pin wheels and tow in. Same TCAS event and Reroute MCDU nav. Emphasis on proper use of QRH: 1. Immediate action items 2, ECAM Exceptions 3. ECAM 4. ECAM requiring follow-up QRH 5, QRH 6. NON-Normal Supplemental manual in cockpit (old Chap 21) |
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May 16, 2008 Day 1 Started on Runway 16R in SLC. You are prepositioned on RWY 16R, RVR 600 in snow T.O. into icing conditions. As I remember we had a TCAS event, two targets so we first had to climb then descend. Then we were repositioned to Cat III ILS 16R SLC, we got a Auto land warning light, and did a go around. Repositioned for another CAT III 16R, this time to a soft go around, at about 1000 ft. agl. Repositioned to a RNAV approach 16R, I think we landed. FO takeoff 16R 1600RVR, another TCAS event, same two targets with climb then descend. FO got to do 2 go arounds; one down low and one soft go around at about 1000 ft. agl. Repositioned to GUA, on way down there we were at FL350, engine failed and we completed unable to maintain altitude procedure. Captain then flew VOR 01 approach with arc to landing. FO takeoff with engine failure and back to a ILS 01 to a landing. 20K + crosswind, don't forget, Thrust to 50%, then 70% and Flex/TOGA, also stick full forward to be reduced to neutral at 80-100K. Capt. TO with engine failure. I think this was all for day one. Day 2 Leg 1, BOS-PHL MEL Flight Control Indicator inop. Single engine taxi to Departure 22R (don't forget to use lights crossing all runways). During climb out TCAS event. Re-route, Heading to intercept a radial into a fix (I forgot to use Direct button using the radial to fix, but used Place, Bearing, Distance). Given Holding at VCN, after programmed holding, holding cancelled. ILS 27R, crosswind greater than 10Kts, don't forget auto- brakes. Taxi to gate. Emphasis on not touching any switches until completely off runway. Not even landing lights. Leg 2, PHL-ATL MEL: Radio Altimeter 2 inop. Depart 27R PHL Departure. PDC had re-route with change in middle of clearance. Be sure to not delete first part of clearance. Once airborne we were given a re-route, another heading to intercept a radial. Moved down to about 100 miles out of ATL. Ecam for Radio Altimeter 1 Failed. Both inop now. WX ATL 1100 and 3. When gear is extended, the A/C goes into Direct Law. APP mode doesn't work, LOC will work. Things to consider: * Since App push button doesn't work (Use Loc. Push button) * Consider longer final * Consider Declaring Emergency * The use of FPV can be used, or Vert. Speed for vertical guidance to ILS Approach 27R to ATL |
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May 11, 2008 I just got back from the new CQT, finished on the 11th. We had two F/O's so the info is from that point of view. Day one went according to the CQT book, right down the line. It was busy but we got it all done in the 4 hrs. The real saver is the last little loft leg on day one, with the Threat management, they can go into great detail or just kind of get it done in a hurry, so that scenario works well. We had a good guy for the sim, so it was nice and relaxed, it was his first time with the new one. Day 2 the loft, first leg, BOS to PHL. Had an MEL on the Elevator indicator which required Maint to come out and coordinate a check of the elevator from outside, crew sign off. 27-30-1a I think. Because we had two F/O's, F/O flew first leg, then we swapped seats and the other F/O flew the second leg also. Standard Departure of 22R with Logan 4. little reroute going out to Sandy point. Normal up to cruise, than a # one pack trip. Followed the ECAM and tried one reset to no avail, Continued on to the VCN arrival got Holding at VCN due to WX after we set it up and before we got to VCN, WX improved and he gave us vectors to the 27R ILS. WX 600 over and 2 miles, normal ILS no problems, Break. Second loft leg, No MEL's, F/O flies, 27R departure PHL to CLT, Normal climb, stayed down at FL290 because of lumpy rides above. Got a little reroute along the way then, onto the arrival. All normal till we started down on the Magic. Got advisory about # 1 engine low oil pressure, followed by engine failure and shutdown, continued on to CLT, had planned 23, but with the singe engine got vectors to 18R, good WX about 800 and 2, no problem, normal single engine stuff, no big deal, single engine landing 18R , taxi to the gate. Piece of cake. That was it. The check airmen did a nice job, pretty low stress. Hope this helps. |