| LINE PILOT FEEDBACK FROM PAST R9/R18 SESSIONS |
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The following Intel is from past R9/R18 Scenarios prior to March 1, 2021 for study purposes ... |
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February 8, 2021 (R18) The current published scenarios and comments were accurate. For non-normal Vref landing distance help, look at the ? mark in the upper right corner of the app, it walks through how to do that. I had to take a few screenshots of it and enlarge it to view the small text. New QRH -- "yellow pages" for ECAM follow up are now "white pages" in the front of the QRH. The RVA Hydraulic ECAM has 2 follow up look ups in the new "white pages" in the QRH. Flashing "ADV" = reference QRH ECAM advisory brown/tan pages. PM does the Quick Action items on their own in a one pilot challenge, response, response format. The Evacuation Checklist is done by both pilots in true challenge, response, response format. Very thankful for airbusdrivers.net over the few years I've been here, a truly excellent resource! |
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January 6, 2021 (R18) We just finished our R18 in "early January, 2021," and have the following DFW Flt Academy training updates: A. Minor gouge, but useful nonetheless: For Fuel On Board estimate after declaring an Emergency with ATC, simply use the first three digits on the FOB display as they provide a rough estimate of minutes of fuel remaining as well. Example: 20,900 lbs of fuel would be "~209" minutes. Since 180 minutes is three hours, and with 209 being only 29 minutes more, you would report this to ATC: "About 3.5 hours of fuel on board, approximately 21,000 lbs." B. Profiles used were identical to those listed on the 208-page guide on the AApilots.com website from over a year ago--not yet updated for 2021. Frankly, it likely won't be updated since we're going to a new, 12-month cycle very soon. For example, the profiles for our R18 Day 2 (RVA/RAD) had the headers of "RVA 2020_FEB SUMMARY" and "RAD 2020_JAN SUMMARY" in that massive "Pilot Training Guide--Simulator," .pdf document found here: https://aapilots.aa.com/private/flightacad/training/RT.asp?fleet=A320 These are very useful for SA between spots, and to save precious time in the set up for the next spot. C. Non-Routine Landing Considerations can be quickly summarized: four calls, and NOTOC/HazMat: These four calls would be "two inside, and two outside" as follows: 1. Advise FA's. 2. Advise Pax. 3. Advise ATC (Transponder Code 7700 does that too, if the radios are busy, something that works well from my personal experience) 4. Advise Dispatch (our instructor emphasized using the ACARS menu page 2/2 as faster and easier) 5. HazMat? Have ATC call AA at 682.315.7100. D. Huge, and very, very easy to miss. Note that Sim Day 1 was all JFK work. As someone else noted previously: Don't forget to brief the E/O G/A procedure for JFK 31 L/R. You can put JFK10 (or JFK11, for the other runway) in the FIX page, and a 180 radial extending out from it, as a reminder that it's there. A better idea: since you're coming in for a SE approach, you can 100% assume you'll have to do a SE Go Around, if you have to go around, right? So it's far better to replace the Go Around procedure that's in the FMC with "JFK11" (WITH the "overfly" button added. It's an "overfly" fix so use that button on the bottom of the FMS keypad that you have never, ever used--until now;-), followed by "JFK11/180/44" (Point, Radial, Distance--where the Distance is just some random, large-ish number used to create a line/course for a 180 degree heading). This means you pretty much CAN'T screw it up no matter how confused you get on the go-around. I really like sim instructors that demonstrate what should have been obvious . . . but wasn't until he pointed out a better way. It's all "in the box," and doesn't require anything other than a 100% regular, coupled, Go-Around. Clever and such very useful information! E. Sim Day 2 was equally useful in skill improvement. Overall, a really informative training event in which everyone at the Flt Academy appears to simply want to help you polish those very-rarely experienced emergency events, with an emphasis on TRAINING versus "playing gotcha." (Infinitely better than what American Eagle does (or did?) in the same building.) We had some extra time so each of us did a SE Go-Around, simply to make 'em just a bit better, ditto for regular Go-Arounds as well. (And, if you manage your energy well, a Dual Engine Failure landing at MMMX is quite doable, but try to get that APU started for electrical power--you'll want your Green Dot speed to maximize your gliding range ASAP.) |
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December 31, 2020 (R18) Just finished CQT / R18 in CLT. It was a positive and fairly relaxed training experience, all according to script. The write-ups on this site were especially helpful this time as I had barely touched an airplane in the last 9 months! A couple of comments: We finished the RTS in three hours and were given the option to train / see something else. We took the opportunity to practice a LOC app, which was helpful as it is not in the training, but the CA does one in the RVA. I recommend doing that if you get the chance, as we never do those on the line. In the RAD, you train approach to stalls on final 26L LAS. There is a dual yaw damper failure which puts you in alternate law. At gear down you go into direct law. You go to idle and try to hold G/S. The recovery is at the first sign of buffet. We did one with flaps 3 and one with flaps full. There is hardly any buffet on flaps 3, making it a little difficult to recognize. I chose flaps 3. After reading the comments here, I chose not to trim the stab at all. I think this made the recovery much smoother. At buffet you decrease the angle of attack and wait for speed to come up to Vls. Then it’s a go-around. Bring the power in very sloooowly to avoid a secondary stall. Our CKA briefed this for us and it went well. If you jam the power in the nose shoots up, and you have a fist full of airplane, esp if you trimmed during the entry. Thank you everyone who contributes to this site and Happy New Year! |
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December 24, 2020 (Initial CQT) MV 1. CA: T/O - BOS 33L - RVR 500 (wants to hear you mention T/O Alt required) 2. CA: Fly the pattern to return to same runway - CAT III dual - no breakout GoAround 3. CA: WX gets better - Return CAT III landing 4. FO: Takeoff - Engine Fire at 110 KIAS - Reject - Fire Extinguished with Immediate Actions 5. FO: T/O - Slats stuck between 1 & 2 on retraction. RTB RWY RNAV (GPS) 33L 4. CA: LGA 22 RNAV (RNP) 5. FO: VMC - Autothrust inop T/O pattern Land 6. CA: Eng Fails at gear up - back ILS (autopilot off on base leg) 7. FO: Eng Fails at gear up - ILS Approach and Go Around and Landing (autopilot off on base leg) 8. Evacuation LOE Evaluator didn't care who flew what leg - we had FO fly first leg BOS-DCA Anti-ice TPS, but not required on the ground with 2 NM vis Runway change taxiing out - no surprises on the TPS Some routing changes enroute - intercept a radial inbound to a fix, holding on descent DCA - Mt Vernon Visual Rwy 1 - land and taxi to the gate DCA-CLT Planned RWY 19 - changed - T/O RWY 15 Some minor routing changes Leveled off at 220 after GVE - Low Oil Pressure right engine - requires shutdown WX same at GSO and RIC (400/1) - discussed with Dispatch and decided to divert to RIC FO flew the approach while CA worked the ECAM and coordination. Checkride was over after clearing the runway and holding for a gate... |
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December 18, 2020 All other
summaries are spot on. I will add one thing. In regards to the
Rejected Takeoff, the F.O. does read and do the Quick Action Items
while the Captain is busy assessing the situation. The
Evacuation checklist is different of course. In the Evacuation
checklist, the F.O. reads and the Captain does the command, then repeats it.
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December 13, 2020 (R9) As always, studying the "gouge" on AirBusDriver.net was a key to success! After four years at AA, it finally has sunk in the only difference between an R9 and R18 is that on the last day (second day in the sim). R9 pilots do the "RLE" simulating a line operated flight including a relatively minor emergency which may or may not result in a divert in the first half of day last vs R18 pilots do an "RVA" aka maneuvers validation. Both R9 and R18 pilots then finish with an "RAD" aka advanced maneuvers event. Next, on the AA Pilots/Training/Continuing Qualification(Recurrent) page, look at the right side in the blue bars it says "Training Materials" and below those items are "Additional Information". If you are new (or old and forget lots of things like me), these are all "must review" items. Especially the three different Non-Normal Videos because each one addresses slightly different situations one may encounter during training. Taking time to do this and knowing the "Go Around-TOGA" etc.... cold will make your life much easier these two days. I recommend for all of these: RTS (first day in sim for both R9 and R18 - exact same), RVA and RAD events, study the Line Pilot Feedback and take the time to look at the associated OM1 pages, the QRH pages (and tab them for easier access). If you are an R9 and have an RLE period, look up the three different potential failures, the approach plates at departure, destination, and alternate fields. Each of our RTS and RAV spots were "as advertised" with zero deviation. It is helpful for me to write the basic spot description and a few key memory items on a notecard to discretely reference while in the sim just prior to each spot. the instructors don't seem to mind if you have notes. It seems like they appreciate that you studied vs walking in with an "SA LOW" light flashing on your forehead. We got the RLE 15-6 scenario which is DCA-BOS with a TO alternate of JFK and a destination alternate as BDL. As expected, we got an ELEC GEN FAULT followed by an APU that would not start airborn. This is a "LAND ASAP" situation and there we were, overhead JFK. The Captain simulated a call to Dispatch and they confirmed JFK could take us. We then used PAN-PAN-PAN with ATC and started down. We landed with no other issues and shut down on taxi way. Checkride done. One last note on the stall going into LAS at night. They have you pull power to idle and maintain glideslope with backstick. The gear are down; it does into direct law. As the stall occurs, GENTLY lower the nose to reduce AOA (maybe 5 degrees nose down) then gently add power as airspeed increases (to avoid secondary stall from nose up moment resulting from power on). Mine worked out, but I quickly realized I overcontrolled with nose down; you're around 1000'AGL at night when it happens. Then as you fly away, use the "Go Around/TOGA" callouts to get flaps/gear moving. Once the gear are up, the jet is back in alternate law and starts trimming itself/flying more normally. |
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December 10, 2020 (RQES) Great gouge here, always help me feel prepared when added to the AApilots slides. I don’t have too much to add other than a reminder that we are extending the current training interval to end of Feb 2021 so these spots are the same most of us have done in previous CQT cycle. Also I did not see much posted here for the RQES short requal for those coming off leave. I came off 7 months of VSTLOA and due to >6 months from flying had to attend RQES even though I was within my last CQT footprint. Its based off when you last flew. So I had a 7 day footprint with DHs on either side. Day 1: Normal CQT ground school stuff. Bias class is back, FMB on day 2 is cancelled but you cover FMB questions at end of JCT. Day 2: IPT/VPT Procedures Trainer. We had a 2 hour brief with EET slides which seemed weird and then a 4 hour procedure trainer which was actually useful to rehearse flows and call outs. Day 3: EET sim. Normal takeoff and then stall series, unreliable airspeed demo and upset attitude recovery. Had time at end to practice V1 cuts. Day 4: RTS. As briefed already. No changes. Day 5: RLE for me and then RAD. For what its worth we were DCA-BOS with bleed air leak. SWANN was missing in DCA flight plan. Set up DCA AA01 Single engine missed from memory and in debrief reminded to use blue pages to do that. Also on Bleed air leak we elected to start the APU to get another air source and when we turned on APU Bleed got an ECAM that is was at fault. In debrief he told us we should have opened X bleed valve if we wanted that but also discouraged turning that on in the first place not to complicate things. |
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Novermber 21, 2020 (R18) Just got done with an R18. There is already very good and thorough intel on both the R18 and the R9 on the comments so I will just add a few of my thoughts. First of all, the sim P’s and Check Airmen were awesome as per usual. The airbus program has a good bunch of guys. The sessions went exactly as scripted so it helps to have the spots handy so you know what's coming. I am in the middle of a 6 month leave so felt crusty in the seat, so if that's you the more prepared you are the better. The main thing is to take your time and go slow to get through all the ECAM, follow ups, approach briefings etc. It takes awhile to get your head back in the game if you have not flown the line in a while so taking extra time to prepare will make your life a lot easier. Overall a good learning experience. Enjoy! |
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November 10, 2020 (R18) Recurrent Schedule (I present this simple overview for the newer pilots ...) Day 1: recurrent ground school, plus door trainers (same for everyone); Bias class has been cancelled due to Covid Day 2: R9 and R18 are the same SIM; the security training class has been cancelled due to Covid Day 3*: R9 does the RLE (1st two hours) and then RAD spots; R18 does the RVA spots (1st two hours) and then RAD spots *R9 does an RLE, a ReaL time flight Experience for the first 2 hours of the 2nd sim period. The 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 training. R9 and R18 both do the same RADS (Recurrent ADvanced Sim) during the second two hours of the second sim. ============= Dead head and Hotels Check your training schedule and see that your 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 flows, FIX, QRC, and Soft G/A procedures. These are strongly used. Every ECAM chime, EGPWS, Stall, Windshear event, and "Engine Failure" callout must be responded with "MY AIRCRAFT" by PF. PM should have the QRC in hand promptly for every chime. Know the TPS very well: how to apply weight, wind, and temp variations, and tailwind procedures. You should understand every section of the TPS, when you would need to refer to it, and how to find your most limiting weights given the circumstances (weight, temp, tail wind, etc). Know where to look on TPS for when BUMP thrust is required. Know that BUMP must be used when called for, and that it must not be used when not called for. Globally assess every ECAM after reading it's title. Use your system pages and overhead panel to confirm the indicated ECAM failure is accurate and clearly understood. Brief the approach charts using day mode to reveal standard terrain coloration. Or at least for a moment while discussing terrain. FIX strategy Review: Every chime of the master caution is a trigger for the following: PF: "My aircraft" PM: Read Ecam title; Globally assess to confirm validity PM: Pull out QRC to determine IA or EE (perform these if applicable) Capt: Determine PF PF: "My A/C, My radios. ECAM Action", or "QRH Procedure" When you finally clear the Status page then 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. Autobrakes medium is really the best way to go in the sim. Just steer and let it come to a stop on its own. Let your partner fly the plane and radios in the pattern while you brief your approach. Call for DESCENT checklist after your brief every time. You likely will not have a trigger to call for the Descent Checklist since this is very busy pattern work. I recommend using as a trigger when you take the A/c back after your brief: "My A/C. Descent Checklist". Ensure that PF's trigger to call "FLEX" or "TOGA" during take off is that you're actually reading it from the FMA after the levers are in the detent. This call is a confirmation that the airplane has the thrust set you entered into the FMC. In flight maneuvers are all memory items!! The high alt drift down procedure due to engine roll back, windshear escape, CFIT escape, stall warning recovery, loss of braking, etc. Both pilots must know the PM and PF procedures from memory! >>> SIM SESSION 1 <<< (Both R9 and R18) (Captain's perspective) This is only a 3 hour sim session, for the allotted 4 hours. So you will have lots of time, or get out early. All JFK air work. 1. (CREW) Single engine taxi This scenario runs a real time departure from the gate. WX is 200' and 1/2 mi vis. Pushback from JFK gate 41. Start engine 1 to single engine taxi to 22L at F for takeoff. Exit at TA, right on A. I asked ground if there would be a delay. There was no delay. So I started engine 2 while on A so there would be the full 5 min engine warm up time. 10 kt max taxi speed in 90 degree turns. 2. (CA) Low vis T/O, CAT II Autoland, G/A, Landing This scenario continues from your single engine taxi out above. After a normal takeoff you will be asked to return to land at JFK. WX is now CAT II. Use the Land App for a landing assessment for all auto lands! Then set up box, brief blue pages, brief approach plate, call for Descent Checklist. You will do this twice: Once to a go around, then once to a landing. Captain goes outside at 100' ABOVE callout "Continuing". F/O stays inside. Note: if you are in a Basic A/C the 100 and mins calls must be made by the F/O. Capt must see the environment by MINIMUMS. "Landing" or "G/A TOGA". 3. (FO) T/O with gusts, ECAM: Vent Extract Fault in flight, VOR 31L landing with left Xwind and gusts There is a typo in the company description on this one: the vent fault occurs in FLT, not in CLT. lol 22L normal takeoff with strong gusty winds. ECAM: VENT EXTRACT FAULT during climb out. Do the FIX strategy. Return to land using the VOR 31L. Don't forget to brief the E/O G/A procedure for JFK 31 L/R. You can put JFK10 in the FIX page, and a 180 radial extending out from it, as a reminder that it's there. VOR MDA (must do math) -> DDA. A 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. In the left turn to align with the runway centerline bring the nose around through the centerline to establish the left crab promptly. When you begin the turn call for "A/P off. F/D off", since they are no longer being used. I recommend calling for the FPV so you can easily maintain a constant decent rate. This approach tends to have people fly low due to the displaced threshold, so be ready to shallow your descent to avoid 4 red VASI. 4. (FO) Eng Failure between V1-V2, single engine hand flown CAT I ILS 31R 22L take off. Engine fails at Vr. "My A/C", climb out, declare emergency with PAN PAN or MAYDAY, clean up at EO Acc Alt. Now there are 4 pulls here from right to left: Pull ALT to initiate climb, Pull Heading to align ground track with extended runway track, Pull selected speed to green dot, Pull thrust lever to MCT. PM calls out QA/EE. Set PF/PM. Run ECAM, follow ups, brief CAT I ILS 31R, Descent checklist, hand fly it to a landing. 5. (CA) Eng Failure w/ fire during 2nd segment climb, hand flown single eng CAT I ILS 31R landing 22L take off. Engine fails with a fire at V2. "My A/C", climb out, declare emergency with PAN PAN or MAYDAY, clean up at EO Acc Alt. Now there are 4 pulls here from right to left: Pull ALT to initiate climb, Pull Heading to align ground track with extended runway track, Pull selected speed to green dot, Pull thrust lever to MCT. PM calls out QA/EE. Set PF/PM. Run ECAM (fire goes out), follow ups, brief CAT I ILS 31R, Descent checklist, hand fly it to a landing. 6. (CA) Gusty Xwind T/O, electrical non normal during climb, JFK RNAV(RNP) 13R, xwind landing 22L take off. During climb out the ELEC system page will silently appear with a flashing ADV due to a quickly rising #1 IDG oil temp. Not noticing this is not a big deal. A few moments later a ECAM will appear directing you to the #1 IDG oil temp over heat. PM calls out QA/EE. Set PF/PM. The ECAM action will be to disconnect the IDG. This is a confirm item. Return to JFK for landing RNAV(RNP) 13R. Know how to decide if you are authorized to fly an RNP approach. See OD-8. The SEL of your A/C dictates the mins: an SEL 9 aircraft can fly RNP to .3, SEL 10 aircraft can fly RNP to .1 The arc has a max speed of 140/165 for Cat C/D. Since mins are the same for this approach you can just the higher speed limit of 165. This really only comes into play during a G/A. 7. (FO) RNAV(RNP) 13R approach and G/A and landing. Reset sim airborne and set up for the same approach again for the FO, except this time there will be a go around issued to fly the published MAP. We were issued the go around around 800'. So below 1000' dictates TOGA, Toga set, Climb, climb set, go around flaps, flaps X, positive rate, gear up. If you get it above 1000' then it's pilot discretion as to how you want to handle it: TOGA. or V/S 0 to stop descent: "G/A" (no TOGA callout) I suggest using V/S to begin climb to MAA, "G/A flaps. Pos rate. Gear up". Select 165 max speed for the arc max speed until JONAT. Then 210 is the speed limit to the next fix. >>> SIM SESSION 2 (part 1: R18 only) (Captain's perspective). This 2 hour sim is jam packed; most take 2+15 without repeating any maneuver. Lots of repositioning. Keep a card next to you with the list of spots so you can refer to it while the sim is being repositioned. I find it helps ut me in the right mindset for the next spot. All blue pages are for reference only - except for the Cat 2/3 which must be read for the briefing. Spot 1. CA: Low Visibility Takeoff, KMCO ILS CAT III 36R Approach, Landing Set for 36R T/O low vis. Check 10-9A that mins are 5/5/5. TO alternate needed as landing mins are 6/6/6. Easy T/O. No tricks. vectored around for the CAT III to a landing. I recommend briefing who looks outside at 100 Above (captain), and who makes the 100 above and mins calls - then airplane if enhanced, always backed up by FO. Spot 2. FO: Low Visibility RTO, Low Visibility Takeoff, KMCO RNAV (GPS) 36L Approach, Landing This is a two part Spot. Part one: Set for 36R T/O: High speed (>80 kts) RTO. Capt Set brakes, make PA. FO calls tower. Assess ECAM. >80 kts RTO is mandatory return to gate for MX inspection. Part two: Set for 36R T/O; this time all normal. Backwards Z Double D as usual. Use blue pages to ensure everything as desired. If you enter VIA EXBAN for the approach, then you will get two EXBAN waypoints, the first with a hold. If you don't want to hold then go direct to the second EXBAN. I recommend NO VIA. Spot 3. FO: Engine Failure Second Segment Climb, Hand Flown Single Engine Pattern, KMCO CAT I ILS 36R, G/A. Set for 36R T/O. Eng 1 fails at gear retraction. Bring a healthy amount of rudder in promptly. Airborne call for "Runway Heading"! They gave us a turn when cleared for T/O which we preset. So if you just pull heading it will give a turn that you don't want! Pitch targeting 12.5 degrees, give or take some depending on how much over V2 you are. Then, as it's settling down, turn your attention to the rudder and get the AP on. Single engine hand flown ILS by FO to a G/A. Spot 4. CA: Takeoff with Gusts, Hydraulic Failure, KMCO LOC 36R Approach, Go-Around, Landing Review LOC appr procedures. Make sure that ALT* is extinguished in time for you to pull for your FAF descent. It will not accept a new mode input until the death star is gone. I was a tad high, but ready for this situation. I saw the ALT* at .3 prior so I just kept pulling and pulling until it finally took it. I was a pinch high, but it worked out. Its a good gouge to keep working Box 1 (with all the procedures in it) until you finally get green text of some sort. Only then can you move on to Box 2 (Land ASAP, amber systems labels, etc). Review those system pages and clear until green. Follow ups can be done before or after reviewing the Status page. I tend to do the followups before the Status page review. Recall the ECAM so you can see the titles as you must do a follow up for EVERY nested ECAM failure. Where this comes up is during the HYD failure as there are at least three separate failures associated with it that have a follow up. Some are pretty important like "Don't turn off the Green system, if it overheats as well." Easy to miss. I then review the Status page as it gives good info to review with my landing briefing. Then call ECAM Procedures Complete. Spot 5. CA: Engine Failure at V1, Hand Flown Single Engine KMCO CAT I ILS 36R Landing Hand Flown Single Engine to a landing for the Captain. >>> SIM SESSION 2 (part 2: Both R9 and R18) (Captain's perspective). All LAS and one MMMX (All training. Very interactive!) 1. (FO) Unreliable airspeed. Depart 26L LAS night VFR. Climbing out on Cowboy departure around 11,000' the CA and F/O airspeed indicators will give false indications. "My aircraft". PM QRC immediate action item. Set CLB and 5 degree pitch. Call ATC with a mayday. We requested a vector for our slow climb while we worked the problem. They issued a climb to a safe alt. Then we fiddled with it for a short time to find pitch and power for straight and level (4 ANU and 62%). The standby system remained available, BUT it came down to proving it was valid data. Doing a quick 500' climb the frozen pitot systems indicate an increase in airspeed (lee an altimeter). A working pitot system shows a decrease in airspeed (no change to power). Used transfer switches to put Sys 3 to F/O, the PF. The overspeed falsely sounded, which can only be silenced using the EMER CX. Eventually CKA froze the sim and we had a teaching session. There are three scenarios discussed: check out QRH page 14-QA. There are 3 aircraft versions that you might be flying which send you to one of 3 pages: QA-15, 19, or 29. The sim does a good job of giving a demo for each. No need to study for these demos. 2. (FO) KLAS 26L night visual approach Night VFR at 7000' cleared for visual 26L. The ILS G/S is OTS. If you choose to use the LOC do not go direct to RELIN and descend to 3800'! You cannot use any of the altitudes on the LOC until you are established inbound, so you need to intercept the LOC outside a fix that is relevant to your current altitude. You are at 7000, so heading yourself to intercept just outside LARRE and you will be good. Established inbound if you are lucky you can try to put in 3800 for RELIN and manage the descent. It might just make all the step down alts for you. You don't land out of this spot. At RELIN he will freeze the sim and set you up for the next spot. Another option is to use the VOR 26 L/R (Jepp page 13-1). Scroll to the top of the approaches tab to find this one. You can proceed direct to IRISH and take it from there. Either option gives you a course with usable altitudes for a descent. 3. (CA and FO) Impending stall recovery visual 26L Visual ILS 26L. CKA will put you in Alt Law. Hand flown visual approach from FAF on the full ILS, fully configured. At Gear down, now in direct law (use trim wheel if needed). At 1500' close the thrust levers to idle (auto thrust off). Maintain G/S with pitch only. At first indication of a stall ("My A/C") lower nose to reduce AOA to about 0 ANU, SLOWLY add power. Do not call TOGA yet! You need to be able to modulate the power as needed to prevent a secondary stall. Once above VLS then set and call TOGA , CLB (soft G/A), and go around. 4. (FO but really this is BOTH, imo) Low Speed Rejected Takeoff and Evacuation Day VFR. LAS 26R. The low speed RTO can take you off centerline promptly. This is an F/O take off. The engine fails rather soon after FLEX SET is called. Captain "Reject. My aircraft". Close the thrust levers immediately. I used differential braking to maintain centerline. Reverse is not really practical since ground speed is so low. If you don't think ahead on this one you will depart the centerline and likely be in the grass. I keep my feet ready for the rudder pedal takeover, and hand on the tiller for all T/O's. After the reject, assuming you didn't crash, set the brakes then immediately make the PA "this is the capt, remain seated...". Check ECAM, F/O gets QA/EE check. Start to run ECAM. But Shortly you will know the F/A's have initiated an evacuation because of the evac siren. Use the evac horn silencer button! Then run the evac checklist as a read and do. The Eng Masters may be shut at anytime if you feel the desire to do so due to pax outside. 5. (BOTH) EGPWS Recovery "Terrain, Pull Up!". "My A/C" TOGA, full aft sidestick. Don't overshoot the pitch. Use a smooth and solid aft movement. You will be in a flight idle descent so the engine spool up takes forever. 6. (EITHER) MMMX ILS DME 1 RWY 23L Note on this plate that SLM appears in two locations, but it is the same VOR! Jepp didn't have room to draw it to scale. So the missed approach fix is the same SLM VOR as the initial approach fix. Discuss the engine out go around procedure (fly published MAP). You will begin inbound on the SLM approach transition at 12000' just inside SLM. Cleared for the ILS, select APPR and both A/P. If the constraint altitudes are presented correctly you can select 8700', and press for a managed descent. It all links together to intercept and fly the ILS nicely. I suggest flaps 2 and gear down promptly as the plane will easily get high and end up above the glide slope after intercepting the LOC. The wx was not bad. Maybe 800' and 3? I kicked the A/P off at 200' to land. A go around was issued around 100-150'. The engine will fail at gear up on the go around. I recommend getting the a/p on soon. PM should call out the accel alt - see FMGC. Note that this is not 1000' AGL! Continue standard clean up letting the autopilot fly the route. Due to the high altitude the climb perf is poor, so just be patient. It worked just fine for us. |
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November 9, 2020 (R9) In the brief we covered some stuff in the walkaround, and we went through the performance exercises. Check airman took turns with each of us getting a question. Lots of teaching goes along with your answering, so you don't feel like you're getting grilled. You can feel like you know everything about the subject and of course you find out you don't. R9 We got DCA-BOS, RLE-4, ENG 1 BLEED AIR LEAK. Mandatory briefing items are no-brainer I'm based in DCA. FO had already loaded the box when I checked the database in the FMS and found it was two days out of date so we had to re-load the box after changing database. Do a good verification, our flight plan had direct SWANN after DOCTR and it wasn't there in the upload. That would be bad news to miss something like that. I started off a little nervous, having not flown in 2.5 months, so I missed that 3000 feet was set in the window and of course the clearance was for 5000. Caught it as I checked in with Potomac departure and got 5000. After that it went smooth. Lots of direct-to's, they don't want this to last any longer than we do. Handled the bleed ECAM and the only thing that I was uncertain about was whether or not the anti-ice would work on engine one - it does (it is needed in the descent, then around 3000' it warms up to 11 degrees TAT and you turn it off. Otherwise run the ECAM and it's over, although I sent in the ARMS code for it during the descent. I was CA flying to start and then I handed it to FO to fly during the ECAM, then I let the FO fly the rest of the way, although this one is so minor I wished I had just flown it myself. Checkride over, on to the spots. For the RAD, it's training so I'm not going to waste much time telling you about it. It makes it much more fun and interesting if you study the spots before and know what's coming and exactly what to do, I did a little of that but not too much. I was totally unsure what was going to happen on my approach into MEX, so when they vectored me off into the rocks I refused the clearance, :) the CKA sighs with exasperation and says yes you will accept the clearance. Later he said it was exactly correct to refuse. On the reject with uncommanded evacuation, if you think you're smart and shut off the engines immediately, before the checklist directs you to, then you have to realize that the #2 radio no longer works so the Capt will have to call tower. |
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November 4, 2020 (R9) RTS: Exactly as briefed in recent posts. Minor points of interest: 1. The CA engine failure is second segment. It's a Fire warning followed shortly after by catastrophic failure and the challenge is to smoothly control centerline and/or runway track having just entered the weather. (So no runway centerline or other vis references to orient yourself.) I inferred differently from previous posts and was expecting a smooth climb until E/O accel with the CRC and MW/ Fire lights on. This resulted in a true startle effect and embarrassing misapplication of rudder on my first try. Second try was elementary. SIM/P recommended Clean 210-220 on Downwind; I had been trained CONF 1/ 180 on downwind, CONF 2/ 170 on base. I think my previous training works nicely for real world timing; we had brief instances of Freeze while finishing checklists/briefings/coordination. 2. Each 9 month period involves a "First Look" maneuver requested by FAA for anonymous tracking purposes. At present it's the CAT II approach, so you don't talk about it in the briefing. I think the "First Look" alternates at between RNAV approaches and CAT II. No biggie; just realize you'll do both and need to study more for the one that isn't briefed prior. RLE: We got DCA-BOS with the ELEC- Gen 2 Fail. 1. Address the P-56 procedures thoroughly, do a good Route/Leg verification (waypoint SWANN doesn't load correctly; I think it's programmed as an error for you to catch.). We got directed by ATC to "expedite climb" for the purpose of checking whether we knew the correct airspeed to set. CKA recommended OPEN CLIMB, Speed select 280 (321) and 260 (319+). I haven't bothered to research in Vol 1 yet; seems reasonable technique to me. (It's what I defaulted to without really thinking.) We discussed why EXPED button isn't a great choice. ECAM popped up somewhere around KPHL. You won't get the APU started so ECAM directs land at nearest suitable. Check weather/contact dispatch (I used iPad Crew Phone) and you'll probably end up at JFK ILS13L. RAD 1. Spots presented exactly as previously reported. One "bonus" for us was a discussion that in event of an engine fire/failure or compressor stall you'll likely get fumes or even smoke in the cabin. CKA recommended suspending ECAM shutdown process at a reasonable place (maybe after ENG Master? Or Agent Discharge?) to do a few steps on Quick Action Card and ventilate the cabin. Kind of a judgment thing aimed at real-world passenger safety/panic mitigation. Rely on F/A calls as a trigger. Still rigorous COVID protocols...expect to wear masks in sim, but CKA and Sim Techs are taking care of all pre-/post- cleanup in the devices. Minor inconvenience at this point. |
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October 17, 2020 (R18) The below write-ups are dead on for the R18 so I won't rehash what has already been written. Here are the "areas for improvement" and some overall recommendations to make everything go smoothly and impress your CKA. 1. The better you know and adhere to the standard callouts and methodology the smoother the whole process will go and the more you will water the eyes of your CKA. Our first V1 cut on the RTS was a bit rough in that regard. We flew the procedures but the litany could have been better: Don't forget the positive rate call, we did and though we still got the gear up the SimP said he has seen it more than once when positive rate is missed the entire engine out procedure is flown with the gear down. Sooo "Engine failure" "My aircraft"; fly and do the rest of the engine out clean up and as soon as you get to "MCT" "MCT Set" the PM should immediately get out the QRC and make the "this is not a quick action (QA) or ecam exception(EE)" followed by the CA assigning flying duties and the PF "ecam actions" We waited way too long for that on our first one so we got to do a few more. 2. Again, refresh yourself on the cadence of running through ECAMs. state the failure, punch the MC,MW light, "my aircraft", QA or EE, assign flying, new PF "ecam actions". Make sure for each underlined item on the ECAM you state again whether it is QA or EE. This is important for the RVA spot 4. CA: Takeoff with Gusts, Hydraulic Failure, KMCO LOC 36R Approach, Go-Around/Missed Approach, Landing. There are 3 separate ECAMs that come up. 3. Review the Evacuation Checklist. You know you will have to do one. In all of the extensive studying I did (I hadn't flown since early May), I neglected to look at this one and it showed. We fumbled through that spot. TURN ON THE DOME LIGHT FIRST. 4. If you haven't been programming the MCDU much I would recommend doing it on a few flights prior to your CQT so you aren't stumbling around when you are the PM. I was fortunate to have showed up early for my RTS and the sim was open so the SIMp let me get in and run a full preflight so I was able to refresh myself on the flows and box programming. 5. Back to RVA spot 4. CA: Takeoff with Gusts, Hydraulic Failure, KMCO LOC 36R Approach, Go-Around/Missed Approach, Landing. Do everything you can to make sure you are down to the FAF altitude with plenty of room prior to the FAF. We didn't and basically crossed the FAF at the FAF altitude in a descent. Therefore we were in ALT* when we pulled the -3.0 FPA and we captured the FAF altitude and didn't continue the descent. We caught it relatively quickly but it still put us high on the path and we had to go-around. 6. For the Cat 2 on the RTS and the Cat 3 on the RVA…you are doing an autoland…this REQUIRES a landing assessment. We overlooked that detail. Brief the approaches from the checklist. This is an emphasis item and the autoland=landing assessment is on it. 7. Review the blue pages in the QRH for all of the approaches we don't do on a daily basis…CAT2/3, VOR, LOC, RNAV. The more familiar you are the faster and less likely you are to miss something. Same thing for the Non-routine landing considerations. 8. This is the sim, you are not trying to make a commute home….there is nothing to be gained from staying fast and configuring late. Slow down and configure early and you be glad you did. Overall great training and the SIMp and CKA were great. The RVA went relatively smoothly other than the Evac and was exactly as is written in detail in the other write-ups. If you stay at the Candlwood try to get the top floor. It sounded like I had a heard of buffalo stampeding above me. |
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October 7, 2020 (R18) A bit off topic but hopefully useful. I came off a 6 month leave, and if you are like me, I wondered how this was going to go?! Good news, it is like riding a bike and it it all felt familiar immediately! I was fortunate and had GREAT instructors all three days! For those of you returning from LOA, ... relax ... you will do fine! Just follow the great guidance of previous posts here to be prepared and it will go very well! Just a few words of encouragement, you will do fine! |
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September 17, 2020 (R18) I actually got to do the RLE twice due to lack of assets, so I'm going to combine my two events into one. I mention this in case anyone finds themselves trying to weave a narrative through this and finds it a bit multiple personality. I also asked for and was given the chance to try things multiple ways, so I'll try to tell you what I found out. This means that I will discuss all my RNAV findings together, SE findings together, etc. If I confuse you, THE OFFICIAL SPOT DESCRIPTION IS STILL THE ACCURATE SEQUENCE OF EVENTS. Lastly, as I read these comments literally dozens of times (and thank you for them...they were invaluable) I puzzled over this comment or that and tried to clarify with the SimP or LCA. If I found something out, I tried to insert it in the appropriate Spot. Spot 1: Single engine taxi First of all, no paperwork. Box is loaded, ATIS is hand written, Load Closeout will actually come from A/C printer like normal. Don't spend time looking for the Flightplan online beforehand; there ain't one. Plenty of time to do all your stuff as FO. Visuals can be kind of crummy. Instructor was not above helping. You are doing the intersection takeoff at F just to be clear. Spot 2: Low Visibility Takeoff, CAT II Autoland, Go Around and Landing To put it in terms my pea brain can understand, a CAT II is a CAT III minus, not a CAT I plus. In other words, CAT II is "Land Green", etc but no, "No contact" call, etc. I'd echo what others have said about knowing who is looking where and who says what. The approaches swap around a lot and it was never not confusing. Also, some of the sims do not have call outs and the PM needs to make not only their calls, but also those that the jet doesn't. Go around is straightforward for the first go. Snapshot back to a CA landing for the second. Spot 3: Takeoff with Gusts, VENT EXTRACT FAULT(EXTRACT VENT LOW PRESSURE in CLT) VOR 31L approach, Landing with Gusts TO and ECAM are standard. I don't know if I did the new CFM spool up dance correctly, but no one seemed to notice. In setting up for the VOR, both my instructors actually recommended against putting the JFK10 Fix in the secondary flight plan followed by the place bearing distance on the 180 deg radial. More on this later but we just put JFK10 in as a fix the first time, JFK10 and the radial the second and planned to nav it ourselves. No right or wrong on this one, but something to consider. All I can say about this approach is that, even after being fully prepared for what was going to happen, I still got low and overshot. Winds are 220/10G20. Once you break out, I would recommend putting some angle of bank in there immediately. I waited on AP until about 350ft the first time, clicked it off, called for FDs off, FPA, looked up and was sailing past the centerline. I used a full 30 angle of bank and was about three seconds from going around when I got back on centerline and straightened it out. The second time I actually kicked the AP off sooner, put about 10 degrees AOB in from the get go and it worked out much better. The sim is as "slippery" as you probably remember it and barely the pressure of you clicking off the AP is enough to drive you from a 3 degree glide slope to 3.5 or 4. This happened both times, so check your VSI and/or FPA as soon as you disconnect. Use the gouge about topping the "tail" of the FPV symbol with the horizon line for a 3 degree flight path. Alternatively, the plane flies just fine as, you know, a plane. So if you're comfortable with it, use the aiming markers and PAPI and it works just as well. Spot 4: Engine Failure between V1 and V2, Single Engine CAT I ILS 31R Standard V1 cut. Remember to say "My Aircraft"....very easy to forget. New guidance is, if you don't select TOGA as you climb out, then you are going to need to select climb, then MCT. No more going forward to TOGA, then back. I actually got to do two approaches each time since I wanted to practice the hand flown GA for the next day. Even though this SPOT only requires a landing, I'm going to put all my SE GA comments here as I did two practice SE GAs at this point. The GA is nowhere near the goat rope that some airplanes are and a reasonable but generous amount of rudder is all you need. I would say that I had more success when I led with rudder vice reacting to the sideslip. Just smoothly straighten your leg as you straighten your arm. This time we DID put JFK11 in the flight plan after the runway since we were obligated to do the special in the case of a GA. But, as per above we didn't put a PBD off of JFK11 afterwards. Also, referencing a couple of things that I read in earlier reports, manually trimming on the SE missed with AP on won't kick off the AP. But I've been told it doesn't aid you either. The trim switch is inop with AP on, so save those neurons for some other task. What WILL kick the AP off is inadvertently stepping on the rudder pedal with your size 12. The AP is a wee slow feeding in rudder, but be patient and it will catch up. Spot 5: Engine Failure with Fire (2nd Segment), Single Engine CAT I ILS 31R Approach and Landing Same same with Captain. Fire on my first RLE. Fail on my second. Much easier with fire that still produces thrust. Clean up. Check for QA/EE and off you go. Spot 6/7: Gusty Crosswind Takeoff, Electric Non Normal, KJFK RNAV (RNP) 13R Approach, Gusty Crosswind Landing/RNAV (RNP) RWY 13R Approach and Go Around and Landing For IDG Disconnect, the system instructor pointed out that you can also look at the Gen switch light in which "FAULT" will illuminate upon IDG Disconnect in case you want something nearer than the Elec ECAM page by which to gauge the Disconnect. Don't know if that is "official". In case you were wondering, you can fly Approach CAT D speeds even though the 320 is CAT C because the visibility mins are the same for both Categories for the approach in question. So, 165 kts max, not 140 (depending on your configuration, Config 3 might still bump your Vapp up to CAT D). I don't think you'd be wrong for choosing the slower speed, however. Incidentally, that 165 is in effect way out before PALVE, a loooooong straight segment. I would have totally missed that one if not prebriefed. Look for the brick and the stick. I've heard two versions of what brick/stick means. As such, I'm not going to relate either one so as not to perpetuate bad gouge. But, if you don't have them, ya' ain't going down. Also, we got to see a couple of times over the course of the R18 that the altitude constraint on an approach waypoint will drop out if you proceed direct to it. According to the LCA, it is not permissible to put that dropped altitude back into the box as you may not BUILD an approach. This means that you need to manually manage your altitude to comply with that constraint. It's a gotcha. CA did approach to landing. FO volunteered to try GA via both the methods of going TOGA and also discontinuing the approach via VS-0. Personally, as long as you do a soft GA, the hamsters in the AP move slowly enough to allow you to select speed and climb out without being the hot mess that I was anticipating. Again, just another method of doing it. No right or wrong. Finally, taxi in is specifically designed to allow the FO to do the single engine taxi procedure, so be familiar with it. Day 2 RVA: Unlike the RLE, this thing is fast! We took 2+15, didn't repeat any maneuver, and read no blue page in its entirety. I say this only so that you are prepared for some OG level respotting. I'd also recommend being familiar enough with the blue pages to skim vice read. Having said that, there's nothing cosmic about the RVA. Spot 1. CA: Low Visibility Takeoff, KMCO ILS CAT III 36R Approach, Landing Don't forget TO alternate. Otherwise, piece of cake after the previous day's CAT II. Spot 2. FO: Low Visibility RTO, Low Visibility Takeoff, KMCO RNAV (GPS) 36L Approach, Landing RTO is as others have said. CAs; I have heard twice now that Airbus recommends keeping your feet on the pedals even as PM for this sort of situation...just food for thought. Backwards Z Double D as per usual. On the MCO GPS I entered the approach VIA EXBAN based on the clearance. This gives you two EXBAN waypoints, one with a hold. I wasn't expecting this, but confirmed that the following still holds true for the Airbus: -If you have to reverse (i.e. holding reversal) you go to the first...if you're straight on in you go to the end. In other words, the second EXBAN will NOT turn you into the holding pattern and is the one you want (providing the LCA is doglegging you to final). No other surprises. Spot 3. FO: Engine Failure Second Segment Climb, Single Engine Pattern, Go-Around\Missed Approach, KMCO CAT I ILS 36R, Landing Eng 1 fail right as gear was coming up. Only thing I would say about this is that you can assume that it's going to take all your rudder...minus some. A fair amount more than I was expecting. I wasted some time inching it in. The pitch correction required isn't unseemly. I'd just make a bid for it targeting 12.5 degrees, give or take some depending on how much over V2 you are. Then, as it's settling down, turn your attention to the rudder and get the AP on. Then it's Pierre's fault. Oh, under the heading of, "If you ain't cheating, you ain't trying", I found the nose sticky on rotation in the sim in general. So, while I don't recommend reefing the nose into the pitch bar on rotation, I would say that being Johnny Smooth and winding up S speed minus 5 when the engine fails is making more work for yourself than you (or at least I) generally need. The hand flown sim flies ludicrously smoothly. If you put the "thing on the thing" and don't fiddle with it, you will barely need to touch it at all IMO. Spot 4. CA: Takeoff with Gusts, Hydraulic Failure, KMCO LOC 36R Approach, Go-Around/Missed Approach, Landing The only two things I'd mention about this both relate to the ECAM. The first is the handy gouge that if you don't see green in a particular box of the ECAM then you are not done with that box yet. In other words, you keep working Box 1 (with all the procedures in it) until you finally get green text of some sort. Only then can you move on to Box 2 (Land ASAP, amber systems labels, etc). Review those systems and clear until green, etc etc. Never thought about it, but works like a champ. The second thing is that you need to do ECAM follow ups for EVERY nested ECAM failure. Where this comes up is during the HYD failure as there are at least three separate failures associated with it that have a follow up. Some are pretty important like "Don't turn off the Green system, if it overheats as well." Easy to miss. Spot 5. CA: Engine Failure at V1, Single Engine KMCO CAT I ILS 36R Landing Vanilla V1(if there is such a thing). Reference above. Day 2 RAD: As previously mentioned, very interactive. Unreliable airspeed. Kicked off AP as soon as we saw the disparity between the two primaries and the Stby. Flies like an airplane. CA ran the procedures. Very straightforward. Don't forget the Emer Canc button to get rid of the noise. Visual Approach. Very thoroughly prebriefed so no surprises. We chose the LOC as well. Entered outside of LARRE. Stall. The gouge of not trimming below Vls s spot on. I needed no trim as a result. I actually accidentally cobbed on a bunch of power, but caught myself. The aircraft accelerates well, so about as quickly as you can relax the nose and put some power on, the speed will be above Vls again and you can gently raise the nose back up. EGPWS. We were actually allowed to react when we got the caution, so recovery was less dramatic than expected. Even still, there's not a lot of surplus time. So climbing and turning smartly forestalls the need for more dramatic action. MMMX approach to GA. Again, well discussed in the brief. Engine failure on the go and we briefed TOGA GA as others did. Airplane is sluggish so it actually seems to have less initial yaw than at Sea Level, which is to be expected. Clean up altitude comes sooner than you'd think, but otherwise the event is straightforward; primarily due to nothing happening very quickly. Overall, good training. RVA goes quickly, but all instructors put forth the effort to make the training a positive experience...no "Stump the Chump". Good luck. |
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August 26, 2020 (R9) DFW The current R9/R18 cycle has already been covered really well in the previous post flight reports so I will only touch on the highlights from my R9 session. My F/O and I had been out for three months on a VSLOA and neither of us had flown since April. If you review the CQT slides on aapilots and the post flight reports here on Airbus Driver, you will be up to speed. RTS: Spot 2: Captain CAT II Autoland I briefed that the Captain will be outside looking for the runway environment (which is required to land CAT II) and that the F/O remains inside monitoring the aircraft. The Captain alone based off of what he/she sees at minimums will call out either "Landing" (or) "No Contact, Go Around TOGA, Go Around Flaps." Spot 3: F/O VOR 31L Approach When you break out, you can use the end of the 4R approach lights to guide you to the beginning of the displaced threshold of 31L until you pick up the PAPI. We broke out in plenty of time to make contact with the runway and the PAPI. It works well after the "Landing" callout to call for the FD's off and the FPA (Bird) set to the inbound runway track. Flying to place the FPA to the -2.5 degree mark on the PFD helps to keep from going too low until you can line up with the runway and PAPI to land. Spot 4 & 5: Both - Engine Failures Both the CA and F/O single engine ILS approaches were to a landing. Neither of us was given a go around. On one of Fire/Failures, the F/O will accomplish ECAM Actions. The approaches are flown with the Autopilot – Off and the F/D and Autothrust – On. Spot 7: F/O RNAV (RNP) 13R Here is where things got interesting and was a learning experience. During past training I had it drilled into me if you were taken OFF the approach for a miss, such as maintain a heading and climb to an altitude, do NOT go to TOGA as that will activate the FMS Go Around phase and drive the Flight Director back to the approach. This is correct. I was also trained (and have seen it happen in the simulator) if given a missed approach ON the approach to fly the published missed approach, you HAD to go to TOGA at least momentarily to activate the FMS Go Around phase. If you did not, once reaching the end of the runway the missed approach fixes would drop out and you would be "Lost in Space" having to quickly reload the approach. Since I had been out of the seat for a while, I brought this up to the Sim/P on our RTS day for discussion. Much to my surprise, he stated he has heard of this idea of losing the fixes by not going to TOGA on a published missed approach and that it was not true! Now, I do not know what changes they may have made to the FMS but I can assure you I have encountered this during a RNAV missed approach on CQT sim rides. For our F/O RNAV (RNP) 13R approach it was demonstrated you need not go to TOGA to be able to fly the published missed approach. Outside of ZEBAK at about 2000', the F/O was given a missed approach to fly the published miss. We stayed in NAV, maintained CLB THR and configuration performed a V/S climb to the missed approach altitude while pulling Selected Speed to 165 Knots for the arc speed limit. The airplane stayed in NAV, maintained and flew the published missed approach fixes. We elected to maintain configuration and 165 Knots for the 210 Knot speed restriction to TIHOW (although the Sim/P demonstrated if you went to Managed Speed the FMS knew and would maintain that speed limit because it is published). After TIHOW, we went to Managed Speed in CLM THR to clean up. It worked a treat no matter what FOM 2g.2.2 says. RLE & RAD: We had a Check Airman getting his annual review from another Standards Check Airman, but everyone including the Sim/P worked really hard to put us at ease. They will tell you right up front there are no tricks and no games. Everyone wants you to succeed. That being said, being prepared and positive will go a long way in making things easier for everyone – as it always does. We were asked some of the Validation Questions that are performance problems this year. They have their own set of slides on aapilots (in the past they were located with the walk around slides). Even though three pilots I talked to that had CQT in the weeks before my training said they were not asked any of the slides questions, I had printed the pages out and had what I thought were the answers on the back. We were asked a few of the straight forward questions. From slide 1: What is the MTOW and what is it limited by? LAX ground offers takeoff from intersection B3. Can it be accepted? Slide 5: What is the required wind component? We did not get any of the questions that required a computer, compass or a protractor. Did we get these questions because our check airman was being checked? We also got a few walk around slide questions. Our RLE was from BOS to DCA with a PACK Overheat that never cooled. We had a runway change at BOS from 15R to 22L. We had a few altitude changes on the DCA STAR. As we turned final on the River Visual to 19 we were given a go around for traffic on the runway that led to vectors to a visual approach to runway 1. However, we couldn't get the airport back in sight and asked for and received the ILS approach to runway 1. After landing, we had a few taxi instructions to a stop and we were done with the RLE. Our RAD went as has been previously reported. One item of note on the Low Speed Reject/Evacuation RAD spot 4 is the QRC "ENG (1 or2) FIRE (on ground) checklist. Step 4 states: "Cabin Crew (PA)…..Alert". That stumped both of us until it was pointed out the QRH version of the checklist has the additional note to that step of: [Ensure the PA, "This is the captain. Remain seated. Remain seated. Remain seated." was accomplished, if appropriate.] The QRH is the only place where you will find that expanded information. We were told you can use which ever checklist is easiest to hand but that the preferred one is the QRC. Compliance with mask usage during training was 100% by everyone I encountered. Pre-flight simulator cleaning was good on the RTS day but we jumped right in and neglected to swab things down with the supplied cleaning bottle and paper towels on the RLE/RAD day. We were not cut any slack, then again I had a phenomenal prepared F/O and we didn't need any. On the other hand, the school house realizes that these are extraordinary times. I was put at ease immediately by everyone including the check airman conducting the check of our check airman. I could not have asked for a better experience. Landing Re-qualification Training: Before being assigned CQT in my early month, I was going to have to do a Landing Re-qualification sim before returning from my LOA. Here is some Intel regarding Landing Re-qualification that I have gleaned from check airman and a few pilots who have done the training. There are Landing Re-qualification slides on aapilots. 1) Low visibility takeoff runway 33L BOS 2) CAT III ILS 33L BOS to a Landing 3) F/O takeoff 4) Flight Control Failure: Flaps Locked (or) Slats WTB 5) F/O RNAV (GPS) 22L BOS to a landing 6) F/O Engine Fire/Failure at V1 7) F/O hand flown Single Engine CAT I Approach to a M/A and return for a landing Runway 33L BOS 8) CA Engine Fire/Failure during Second Segment 9) CA hand flown Single Engine CAT I Approach to a M/A and return for a landing Runway 33L BOS 10) Both: Autothrust INOP takeoff to a hand flown visual approach I have also been told somewhere along the way there is a Yellow Hydraulic Failure thrown in for good measure. |
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August 24, 2020 (R18) No surprises having read the previous debriefs here. Some intel on the Clt training operation. This was my first event in clt having been legacy aa for 22 years. The training facility and hotel (doubletree) are remote with zero choices for entertainment and few choices for food. This is significant particularly since I had 27 hours at the hotel between the end of day one and the beginning of day 2. I used DoorDash for most meals. The cafeteria is all but shut down so bring your own snacks and food to the training building. The instructors, sim p's and cka all were great, unfortunately of the 5 people in our class, 4 were captains so 3 of us had sim p seat fillers which significantly degrades training. The sim p's were both good and tried hard but since they have seen everything 1000 times, it takes a canned scenario and makes it even more canned. One extremely bright spot was when we were told that the disrupting bias training has been temporarily canceled. |
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August 23, 2020 (R9) R9 in CLT. First CQT as an Airbus Captain. Everything was as noted. Make sure you have the TPS stuff down. Read very carefully over the OD pages. My F/O was really quizzed hard on this subject. The first day had some really good content and the instructor was very knowledgeable and able to answer all my questions. Day 2 with SIMP was also equally great and relaxed but he had to keep reminding me about my mask. Start talking a bunch and it will keep falling off your nose too so be aware they will say something. I was fine with that. He was very tactful but strictly enforcing the rules. Day three was awesome. First time with a Legacy AA check airman for a "check ride." He was so relaxed it made training and the R9 fun. We took off DCA to BOS had a Pack 2 overheat that wouldn't cool so we left the pack off talked to dispatch and MOC and continued. The approach was the light harbor to 33L, go around and come back to the straight in visual 33L. Easy when you have a veteran F/O of 32 years and we are both DCA based which all the prep for P56 is not a big deal. The RAD was straight forward. If you have SIM 1&4 in CLT remember there is the Back Up Speed Scale but we had to pretend it wasn't available for the unreliable airspeed. Also remember if your going to CLT Sim 2&3 are basic models and don't have certain auto call outs. Overall great experience. |
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August 5, 2020 (R18) My R18 was conducted in CLT, and was my first R18 as a captain. I would tell you how I prepped for training but do not recommend it (had a death in the family close to training and probably should have asked to reschedule). Recommend about six weeks out start thinking about it, and shine up your triggers and flows while line flying (I only had two trips in the previous 100 days, which seems to happen a lot these days, and the instructors are sympathetic to this). About two weeks out studied the gouge from the airbusdriver.net website (writeups were spot on-the June 28 writeup has an awesome RVA writeup, and the Jun 15 writeup, even though its an R9, has an awesome RAD writeup.) Know your triggers, flows, callouts, and FIX strategy/procedures and you have the 90 percent solution. Also, say "my aircraft"and "ECAM actions complete"every five minutes or so and you should be fine. In general, when we worked a non-normal and got to the status page, we chose to continue until we got to "Clear Status”, said "ECAM actions complete”, then did our follow ups. Also, I know you've heard it a thousand times before, but if you make a mistake, put it behind you and press on (these are SPOTs, unrelated to one another; our performance dipped for awhile on the last day due to dwelling on a previous SPOT, just keep on keepin' on). We met an hour early before sim one, and practiced together in the A320 mockup, which actually helped tremendously (at least to see how each of us thought, especially on a V1 cut). We even called up the ECAM trainer online and ran thru an ECAM together, and that also helped. Day one-Academics. All of our academics were in room 162 (the auditorium). They were cracking down on masks, but also we were given the choice of pulling them down if we needed to. Food is semi-limited in the training center, but the vending machines are fully stocked (and the coffee machines work). Recommend doing the ETHOS systems modules for the ones that will be covered and looking at the classroom slideshows before going to training (they are a little more situational). Distance Learning modules, at least for my quarter, were "no value added" for anything you'll face in training. Day one is shorter as a couple of blocks are not really taught right now (FMB is 45 minutes now, and the bias training is suspended for now). RTS. All RTS SPOTs flown at KJFK. Weather is 800/3 unless otherwise noted. We wore our masks from briefing, thru the sim, thru debriefing. SPOT 1: CREW Single Engine Taxi. Yes, this is actually a big enough deal to have its own SPOT. Started at gate 41 Concourse C (20-9D). 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 instructions were to exit ramp on twy TA, right on A, hold short rwy 22R on F. It is a low vis taxi, and the graphics are not that great; to get to TA from the gate, you proceed out to the end of the yellow taxi line, then follow the groove in the ramp that heads off 45 degrees to the left until the TA signage shows up (will not point you exactly at it, but gets you close-I would think your sim instructor would help with this). Taxi route happens fairly quickly, so we started #2 once we got on A. Also, missed the part where we were actually taking off on 22R (just thought we were going to hold short there), so when cleared for takeoff, had not gone ‘below the line' or notified the FAs, so asked for a minute). During this drill, did all normal taxi checks, no surprises like other aircraft in the way, or ECAMS. SPOT 2: CA Low Vis T/O, CAT II Autoland, GA and Landing. 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). The CKA initially had the weather at 1600' (mins), then started talking about sea fog rolling in. We never broke out, and the GA was uneventful. Repositioned on short final, and had an uneventful full stop (weather got better). SPOT 3: FO 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. FO flew the VOR approach to perfection (don't sweat it, its 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). Several things that make the VOR final sporty: the final approach course is 29 degrees off to the left from runway heading, you have an overshooting wind, and 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 FO said the FPV was never really in his crosscheck and unnecessary. Once you maneuver to roll out on final, just "forget"everything that happened to get you to that position (because it is sporty), and fly the rest of the approach visually (you will have PAPIs and the "Brick" to help with glidepath maintenance). SPOT 4: FO Engine Failure Between V1 and V2, SE CAT I ILS 31R. Went pretty much by the book, except the CA called out "Emergency Aircaft"instead of "Mayday Mayday Mayday”. FO's plan was to wait until 400 feet RA to select TOGA (we were already on AP by then), but forgot to (TOGA not required, but as a technique go "AP-ON, TOGA"as pretty much one callout). Hand flew SE final from a dog leg. SPOT 5: CA Engine Failure with Fire (2nd Segment), 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. This became a real exercise in monitoring the pilot that is working the ECAM; the FO went up to perform the "Agent 1-Discharge"step, and instead selected the Eng 2 Pump to OFF (both switches will have a light in them). No harm no foul, but take an extra nano-second to make sure you have the right switch. Rest of the SPOT went by the book (somewhere we communicated when we should have been aviating, and got reminded in the debrief to keep the "Aviate, Navigate, Communicate" priorities in that order). SPOT 6: CA 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. About all I can add to this is have a plan on how you are going to know that the IDG is disconnected (you can only hold the switch for 3 seconds max without risking damage and don't want to use that particular 3 seconds to figure out where to look for disconnect confirmation!). On the ELEC ECAM page, in the lower left below the GEN 1 box is "IDG 1 160 C"or whatever the temp is (I think a high temp is in amber). When the IDG is disconnected, the word "DISC"shows up under "IDG 1”. The CA quick-pickled the switch for less than a second, but the IDG still disconnected. Started the APU and continued on (if you get two electrical supplies up, you can press on with your flight). Approach was uneventful. SPOT 7: FO RNAV (RNP) 13R Appr and GA and Landing. 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 (FO 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. Once we cleared the runway, we were told traffic was backed up on the ramp and to expect a delay, so after 3 "simulated"minutes we shut down #2 and the sim was over. RVA. In the briefing TPS is more or less a training session but come semi-prepared to discuss it (we were using the same slides that are online in the RTS briefing). Slide 25 says "your closeout weight is 140.5; are you legal?"The answer is NO, because your weight is above ATOW and you are doing a standard thrust takeoff (get another TPS). Slide 26 says "your TOW is 131.0; are you legal?"The answer is YES, because now we are allowed to go 2K pounds above PTOW on a TOGA takeoff. Can't remember the answer to the "can you takeoff at 5 degrees?"but think it was yes, since you can look at the TPS and it gives you numbers for both 4 and 6 degrees (?). There were no real general knowledge questions to speak of. We wore our masks in the brief, dropped them in the sim when they got in the way (like when our glasses fogged up), and wore them in the debrief (except when we were taking looooong draws on our coffees). All SPOTs started on the runway, checks considered done. SPOTs were accomplished in the exact order they are listed in the simulator guide (no surprises). All work during the RVA was accomplished at KMCO. We were in sim #4, enhanced 320 with IAEs that is full up w/respect to things like auto-call outs on all approaches (however, we considered it an SEL 09 ref. RNAV capabilities, so could fly .3 (RNP) approaches, but had no lateral DEV indicator). Unless otherwise noted, used FLAPS 3 and Autobrakes MED for all approaches. SPOT 1: CA Low Vis Takeoff, CAT III 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. Did the ORLANDO 4 DEPARTURE on first SPOT, after that just took a heading after takeoff, and CKA actually made us set up the radials off of ORL that define the climbing restrictions. 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). I think they give you a straight forward (i.e., no ECAM and no go around) first SPOT to help you settle in and get one under your belt sts. SPOT 2: FO Low Vis RTO, Low Vis T/O, RNAV (GPS) 36L. From one of the writeups, I was expecting a low speed RTO, but instead it is actually a more ‘normal' high speed one (blew a jug just below V1, fairly easy to control). Once again, the approach and landing were uneventful, I think to get the FO settled in as well. We discussed what the fewest keystrokes are to notify the company via ACARS that you are returning to airport, and we used the DELAYS screen to do that (didn't know that was in there). SPOT 3: FO Engine Failure 2nd Segment Climb, hand flown SE to a missed. Engine failure occurred after V2 with gear coming up. When CA assigned PF to start working the ECAM, told by CKA to let CA fly this one so FO can work the ECAM. 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. 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. SPOT 4: CA T/O with Gusts, Hyd Failure, LOC 36R, Go Around, Full Stop. Our HYD failure was HYD Y RSVR OVHT. 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% (missed this; check your actual CG in the ACARS, can't remember exactly where), 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). SPOT 5: CA Engine Failure at V1, SE Cat I ILS 36R. Uneventful, except for some reason CA had a brain fart and dropped the gear way out about five miles) with the GS off top of scale. This was no problem at sea level and fairly light weight, but became a debrief item, because if you do this at a high altitude airport and/or heavy weight, you could run out of energy fairly quick. RAD SPOT 1: FO Unreliable Airspeed. Flew the Cowboy 8 out of KLAS. Took awhile to develop (sim issue), so CKA told us to level at 12K. Once the malfunction kicked in, CA AS indicated 318, FO AS 310, Standby/ISIS 240. At level off, ISIS continued to accelerate, other two did not. This is a quick action, so CA goes to pg QA-14 in the QRH, and works the procedure. We asked for a block (12-14K) to make the hand flying part easier (although if you drift around, the "off alt"horn keeps blowing). CKA gave us a rule of thumb for a "first guess"at thrust setting: 60% at 10K, 70% at 20K, 80% at 30K (worked in our case, as our book answer came out to be 62% to hold 238 knots at 12K). Sim 4 has the BUSS, so we played around with that for awhile (gouge with that from the CKA was that during your approach configuration, as the speed gets to the low end of the green band (and into the yellow), its time to make the next configuration). SPOT 2: FO KLAS Night Visual Approach. This one is all about missing the Boulder City hill. Started southeast of BLD at 7K, and given the visual approach to 26L (GS OTS). Asked to proceed direct to LARRE ("approved”), and set RELIN alt (3800'), and did a managed descent from LARRE. Also, set the approach up as a LOC, and built the 1NM ring around RELIN (didn't actually go "LOC"until inside of SHAND). SPOT 3: BOTH Impending Stall on Approach Rwy 26L. There was a stall. It was during approach to 26L. About the only thing I can add with this is as a technique, as you are at idle thrust on final decelerating, discontinue trimming nose up at VLS (which results in less/no trimming during the recovery); during the recovery (we recovered on the aural warning) stand thrust levers up to about the "H”, and once you are increasing thru VLS start adding more thrust. Direct Law with the gear down makes it sloppy to control, but once you suck the gear up and are back in Alternate Law, it handles a lot better. SPOT 4: FO Low Speed Rejected Takeoff and Evacuation. We blew a jug on takeoff around 60 knots; during the handoff, FO informed the CA what controls he had in ("your aircraft, I've got a lot of left rudder in”). The rudder is not very effective at low speed (and doesn't give you much nosewheel deflection), so I highly recommend to the CA that, when you take control, think in terms of differential braking, and smoothly come on the opposing brake. Also, do not overcontrol and go off the other side of the runway! We came to a complete stop, set the brakes and made the "remain seated"PA. While working the issue, started getting a lot of ECAM messages about doors in the back opening, so stopped what we were doing, and went straight to the EVACUATION checklist (used the one on the QRC). SPOT 5: EITHER MMMX ILS DME 1 Rwy 23L. The first order of business was our EGPWS. Prior to starting the SPOT, we built "pie slices"using the FIX tool, that defined two of the main sectors we were flying in (we got our info from Radar Mnm Alts Chart 10-1R under REF); all this done to have SA about our MSA (NOTE: you have four fixes you can define, and each has two radials associated with it). Started on final approach, and were told to break off the approach (seems like we were clean at the time). CKA had briefed that we should start our "Enhanced GPWS Recovery"maneuver (don't call it an escape maneuver, that's exclusively WINDSHEAR) as soon as we hear "TERRAIN TERRAIN!”, instead of waiting to hear "PULLUP!"(he pointed out the "CAUTION TERRAIN"had a calmer inflection, and when you hear the more urgent "TERRAIN!"you should go for it). The CKA demo'ed that with full aft stick, you can roll full stick deflection and the plane will not let you stall it (ours leveled out while holding 45 degrees of bank). On the actual approach, was sent around, and lost an engine on the go; had already briefed we would do a TOGA go around because of the high altitude, so it was really just a drill to see how underpowered you are on one engine at MMMX. Also, when you go around, you are already near the EO altitude of 8310', so be ready to level off for your SE cleanup. Sim over, re-blued for another year. Good Luck! |
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July 28, 2020 (R9) Just finished R9 at DFW. Overall I learned a lot, so a positive experience. The SIM P and check-airman were great. Thanks to this site I was well prepared. The previous posts are spot on. Many thanks to those folks. Just a couple of observations that I didn't get, or missed, from the other posts: 1) Re the JFK 31L SE missed approach SID: I mentioned the method of adding the overfly fix right after the runway in the box, either on the FP page if shooting a SE approach, or on the SEC FP. SIM P said don't bother. He said that the rationale for a SE SID was that if the procedure was more complicated, like requiring a couple of turns for example, then a SE SID would have been generated. The SE missed approach fixes and the turn to 180 for JFK 31's are assumed to be simple to fly that trying to modify the flight plan or SEC flight plan to overfly, and then maybe even the turn, was a lot more work that it's worth. 2) When you hear a ding, any ding, PF should just yell out "my aircraft." Can probably extrapolate that to add that if anything happens PF yells "my aircraft". 3) From SIM P, FO flow for SE taxi : after eng 1 starts, the after start flow is Yellow pump on, flaps to takeoff position. When Capt wants engine 2, before start flow is Yellow pump off, eng master 2 on. After both engines are started then do the full after start flow and checklist. Easy, peazy. Smarter FO's probably already know this, but for some reason I was always apprehensive about SE taxi. 4) During SE takeoff or go around if PM pulls heading make sure the heading indicated is the runway heading. Otherwise the flight director will show a turn to some oddball heading. 5) Re RAD, Spot 1: our sim, #4 at DFW, had the BUSS button. When you start getting the dings, and they'll keep coming like there's no tomorrow, that indicate the result of Unreliable Airspeed use the bird and level it at the horizon while the PM (Capt in this scenario) is all thumbs and elbows dealing with the dings and Quick Action items. Then when the BUSS button is pushed and the scale on the airspeed indicator comes up, just fine tune the power setting to stay on the green band. Eventually you'll get to the point in the checklist of suggested pitch/power settings. By the time we got to this point, we were already pretty stable and I was ready for my 2nd donut. 6) I've been on VSTLOA and haven't flown in 4 months. I was up front about this which, I think, makes the dumb look from SIM P and check airman less of one when I did or asked something really silly. Like "where's the rudder trim units indicator?" SIM P - "By the rudder trim" ... DOH!! |
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July 12, 2020 (R9) All the spots and RLE were very well briefed on previous posts. Thank you. 'My Aircraft'... when in doubt, shout it out. As always, for the single engine work, making the autopilot help with the rudder trim is the way to go. Just reduce your ( future hand-flown ) workload, by getting a couple of thrust reductions out of Fifi, in the pattern ... BEFORE you have to disengage things. Good rule of thumb; base turn 180 / flaps one, ... dog leg to final, 170 / flaps 2... it's a good start. --- Nice to have the backup speed indicator, on the advanced aircraft. ( Yellow QRC card ) Remember the backup system is using AOA data, ... so, it's definitely sensitive. Flying 101 : if the speed tape reacts like an altimeter, ( as you pull or push the side stick ) ... it's almost certainly a clogged pitot tube. ( Just to take you back to your student pilot days ). --- Regarding the TPS, so long as the 'BIG 3' ... ( wind, weight, and temp ) ... fall within the limits of what was anticipated, pre-departure ... there's no need to recap, in detail, when you get to that part of the actual before T.O. CHECKLIST. But DO make sure you understand it well, ( the TPS ). BTW ... although it wasn't a factor on our RLE... how VERY nice to FINALLY be able to use direct ACARS requests to satisfy SPECIFIC, ambient pre-takeoff conditions, ( headwinds, tailwinds, contamination levels, ect... ). FWIW, it'd been almost exactly 3 months since I'd flown. --- On the RLE, we had to tell ATC we weren't quite going to be able to make a crossing restriction coming into DCA. No biggie. But, we MIGHT've made it ... had I noticed that I'd somehow gotten myself out of OPEN DESCENT... into v/s mode, while using full speed brakes. ( ooops ). v/s -1700 fpm ... was in the FMA, but I failed to notice the power coming back in. ( just a little, but STILL ! ) So, for a short while, of course the JET was experiencing pilot-induced, bi-polar personality disorder ... adding power against itself, ( full boards). ROOKIE MISTAKE! FMA FMA FMA. ( and engine instruments ) Been on the bus a LONG time, I know better ;( Probably just cobwebs, ... the check airman didn't make a big deal of it. But, really ? ! ( Felt ridiculous ). --- There was a cold, thin, broken cloud layer in the mid-teens. We wanted to minimize prolonged flight in that range, as we trouble-shat our 'avoid icing conditions' situation ... so we decided to ask ATC if they'd had any icing reports nearby. They said they had NOT ... but we planned on a 'quick dip' through the layer, just in case. Also, clearing the runway in DCA ... in the middle of my flow... we got a revised gate assignment, ( different alleyway ). ( Of course, part of what they're doing is trying to assess how well we deal with REALISTIC, everyday distractions. ) Anyway, of course, National almost always wants us off the active quickly, and it's a very short taxi ... so, you're ALREADY a bit crunched. After the gate change interruption, I almost forgot I needed to 'mentally restart' my interrupted flow. Consequently, I didn't get back to starting the APU until it was almost too late. ( Probably saved by the 3 minute cool down ). Maybe I saw the goal line, and just tried crossing it before 'fully catching' the ball. I especially liked that our particular check airman had the kindness to say 'nice job overall' ... and ... 'you both passed' ... BEFORE asking, 'how do you think you did ?' ( Encourages a bit more honesty, during the debrief, IMHO ). --- Some of the RAD stuff after the break was a REAL eye opener. Direct law, low altitude stall ... definitely has pucker factor. --- Quickest solution to regain autothrust after alpha floor / ( TOGA LOCK ) ... OR ... 'THRUST LOCK', :: just pull the TL's to anywhere 'mid-range'... (between idle and climb) ... click the red instinctive disconnect buttons, select to re-engage AT ( on the FCP ), ... then, advance the TL's back to the climb detent. Works great, lasts a long time. --- All told... the ground school instructors, check airman and sim instructor were all very helpful, professional, constructive and respectful, with their compliments as well as criticisms. Good training. Felt good to get back in the saddle. |
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June 28, 2020 (R18) For a variety of reasons, my R18 experience was unlike any past CQT events. While I have contributed to Airbusdriver.net in the past and have greatly benefited from others input, there have not been any recent experiences submitted so it seems most prudent to offer what I can given today's environment. The COVID 19 procedures at the training center are a mild nuisance, yet most students and instructors alike are both over the whole hysteria while being mostly compliant at the same time. Our RGS was in the auditorium which allowed for 6 feet of social distancing, thereby not necessitating a mask in class. Upon entering the academy masks are required, and your temperature will be taken by a no touch infrared thermometer. The cafeteria is open although with very limited food options. I packed as much as I could for meals and I'm glad I did. Renting a car as my FO did is tremendously helpful ... can't thank him enough for that. The RTS was fairly straightforward and thoroughly briefed before the session. The link to R9/R18 simulator training on AApilots.com is the exact same presentation that you will see in the briefing and the scenarios are the ones you can expect. It is an interactive training session but being fully prepared as always will greatly improve the experience. The RVA (Recurrent Maneuvers Validation) is your check ride, followed by the RAD (Recurrent Advanced Maneuvers). The script for both are in Comply 365/A32F/Fleet Training A32F/A32F Pilot Training Simulator Guide. On page 56 of that guide you will find a brief description of what an R18 is, and the hyperlinks to the RTS, RVA, and RAD. Here's where the slide presentation for the RTS was very beneficial, while the generic 5 or 6 lines of "here's what you're going to do" left me feeling somewhat less prepared than I would have liked to have been for the RVA. Of course it's a check ride so I wouldn't expect it to be presented in fine detail, but more specifics would have helped me to prepare better. SPOT 1 CA 00:20 CA Low Visibility Takeoff, KMCO ILS CAT III 36R Approach, Landing The RVA began while holding short of 36R in MCO with all checklists completed. No paperwork...all of that stuff is assumed to be valid. That's always a little strange for me seeing as we utilize a lot of required data on each and every flight and now we're just winging it, but it is after all a maneuvers validation. The instructor had set everything up and allowed us to take the time we needed to settle in. RVR 5/5/5 and 100 overcast. I went to the back of the airport diagram, OD 8, and the CAT 3 for 36R and determined that we were legal for takeoff but needed a TO ALT. We picked 1 and off we went. After departure we were given vectors to return for landing. The weather improved to 6/6/6 so we could do the CAT 3. I gave the aircraft to my FO so that I could setup, review, and brief the approach. The instructor seemed to like the threat forward briefing and the emphasis on what each of our responsibilities would be for an auto land. We shot the approach and landed. No surprises. SPOT 2 FO 00:20 FO Low Visibility RTO, Low Visibility Takeoff, KMCO RNAV (GPS) 36L, Approach, Landing For my FO's first leg the weather came up to his mins for TO at 1600 RVR. Note to self...low time FO we also need to consider items in FOM 18.6.5. Some sort of ECAM below 80 knots caused a RTO which we performed. Be sure to make the "This is the CA remain seated" x 3 PA after setting the parking brake, and then run the QRC/ECAM. RTO below 80 knots go to QRH page 99. RTO over 80 knots is a write up in the AML so you're returning to gate. FOM 1m.2.4. We took off again and my FO flew the RNAV 36L. The OD pages aren't required reading, but we both utilized that resource for each non-ILS approach. Even after calling the runway in sight, we both elected to keep the AP on until 250'. SPOT 3 FO 00:20 FO Engine Failure Second Segment Climb, Single Engine Pattern, Go-Around\Missed Approach, KMCO CAT I ILS 36R, Landing The engine failure for the FO on second segment climb was well into our acceleration, so he had to slow to V2 + 10. It takes a lot of rudder for an EO at this phase of flight and he didn't quite get it in aggressively enough to prevent the nose from drifting appreciably. He then called and applied TOGA power which aggravated the situation. When he was able to apply some rudder trim it helped stabilize our heading and allowed him to bring the nose back around to RW heading. My thoughts for applying TOGA power for an engine failure on takeoff is that I intend to accomplish this when still on the ground before rotation, or after the autopilot is engaged. Either way the thrust levers need to be moved out of and back into the detent to acquire MCT so why not do it earlier than acceleration altitude and get the extra performance. His CA dropped the ball by not calling out acceleration altitude so his level off was a couple hundred feet high. We had rehearsed our respective roles for Loss Of Thrust At Or Above V1 the day prior so that went smoothly. The nuance for me is that the PF moves the TL to idle and then all other actions are accomplished by the PM. SPOT 4 CA 00:20 CA Takeoff with Gusts, Hydraulic Failure, KMCO LOC 36R Approach, Go-Around/Missed Approach, Landing Here's where my self critique takes a sharp turn downhill. During climb and after cleanup we were alerted to "HYD Y RSVR OVHT" on the ECAM. The HYD page came up and confirmed the malfunction with "OVHT" adjacent to the yellow hydraulic reservoir. We performed the prescribed "My Aircraft" QRC actions and then I elected to transfer control to the First Officer while I ran the ECAM. PTU ... OFF Yellow ENG 2 PUMP ... OFF Yellow ELEC PUMP ... OFF BRK Y ACCUM PR Monitor These actions cause further ECAM's such as HYD LO PR. Well I know that because I'm the one that turned the pump off. It doesn't matter. You still need to look at the QRC and run the ECAM for each item. I was directed to turn the engine pump back on after the OVHT goes away, but of course it overheats again. So the system is not recovered and due to the loss of spoilers 2 and 4 we need to address the LDG DIST PROC ... APPLY status message. Here's where I went into the weeds and according to our check airmen that's more common than not. We all worked through the performance manual "Landing Distance with Failures Data " during initial training for various failures and Vapp/landing distance tables. For me personally it was as clear as mud then and not much better now. The Land App does all the work for you as long as you know how to apply it properly. According to the check airmen, a valid blanket statement "Use the FMGC Vref function anytime the ECAM guidance is LDG DIST PROC APPLY" Whatever the malfunction is, if it affects landing performance then use the Vref toggle function. Regardless of the actual flap configuration on landing, the guidance is to use Flaps Full Vref. We then add 5 knots for the resulting Vapp…the land app does this. We then insert this value into the MCDU. There's a lot going on to accomplish this reliably in flight, and for me personally I would have our dispatcher run the data to backup my work. SPOT 5 CA 00:20 CA Engine Failure at V1, Single Engine KMCO CAT I ILS 36R Landing The last SPOT was straightforward. We lost the number one engine after V1 and prior to rotation. I applied TOGA while maintaining directional control, and then put the "box on the shelf." We discussed the new guidance on flying runway track, but this isn't being incorporated into training yet. Hand flown CAT 1 to 36R for a full stop. Overall the check ride was satisfactory. My personal knowledge and not so clear grasp of the performance manual/landing app has caused me to focus more on my weaknesses in those areas. |
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June 22, 2020 (R18) Low visibility takeoff. Mins are on the back of the taxi chart. Review the TO alternate requirements. SE Cat3 is a DH. Cat2 is a DH. No surprises. The instructor had me push the no autoland light as a review on the app not a bad idea since we rarely see that light. Engine failure between V1 and V2. Remember the after TO checklist is done after the Engine Out procedures. 0 degrees trim is a good number not .05 degrees which is what I initially gave the FO. "My Aircraft" verbally is stressed throughout training. Engine Failure with Fire. The Ecam trainer is a great tool. Review all the Confirm items and remember the pilot flying retards the Thrust lever. RNAV Approaches In the Blue pages under RNAV naming Conventions disregard the center AA term. Just compare the Name of the Approach on the Chart with the exact name in the Left column. Then refer to the release to see if your aircraft is capable of the Approach. I did not realize that the .3 and .1 Approaches accuracy was based on turns in the approach. I thought they allowed you to descend lower. Definitely makes sense. The first day is really good for the second day maneuvers. No real surprises. Try and remember on the SE go around to put RWY heading ASAP it will help the PF. Also the after TO checklist. The second part as you know is training. The Unreliable Airspeed is a real eye opener hope I never see it on the line. A lot in the QRH. The Approach stall just do not add a lot of power til the speed really comes up because the pitch can be uncontrollable. Low Speed Reject and EVAC. FO reads the Checklist Captain does the actions. FO leaves with fire extinguisher exits the front if possible. Captain gets a PBE and the megaphone and exits the aft. If you know these actions you will shine. |
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June 21, 2020 (R18) Just did R18 DFW June 21. The spots are still spot on and debriefed perfectly by others. |
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June 18, 2020 (R9) I recently had my R-9 CQT event in CLT, with the added concern that I am on a 3-month leave. Prior to my sims, it had been 50+ days since I had been in the airplane, which I talked about with both instructors. I am happy to report that both instructors said, "No, problem, no pressure, we will use this time to get you back up to speed." Sim Day 1 was straight from the RTS Pilot Training Guide Simulator. All Spots were as described and discussed in the pre-brief. Very straightforward, no surprises, very easygoing. Sim Day 2 RLE: BOS-DCA, FO Flying Pilot. While taxiing BOS, we were given a runway change. We stopped the taxi so that both of us could review weather/winds, TPS, and SID for new departure runway. Enroute to DCA, we experienced a #2 Pack Fault. Handled the Pack Fault via the FIX Strategy, contacted Dispatch, and continued to DCA. As we arrived in the DCA area, the weather was VMC, so we flew the River Visual (RNV-F) to Rwy 19. Be sure to brief the Advisory and Prohibited Area Procedures. Otherwise, the arrival and landing were straightforward, no issues. Sim Day 2 RAD Spots were as described in the Pilot Training Guide. All straightforward, good training event. The entire R-9 event was a non-event; rather, it was great training and a very good refresher. |
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June 15, 2020 (R9) I had my very first R9 at AA on 13 June 2020. Here is my experience, from an FO perspective. Overall, my experience was excellent! Day 1. Ground school. I was assigned the CLT training facility. As far as training during the COVID climate, it was not very cumbersome at all. In fact, it was nice, as they have temporarily suspended some of the ground school events, which allowed more time to concentrate on systems. JCT and BES classes have been suspended indefinitely. As far as masks go, they're required in the training center hallways and common areas, including dining facility (which, btw is running a very limited menu, and you cannot eat in there). As far as the classroom, there were only 4 students, plus 2 observers, so distancing was adequate enough that we all elected to not wear our masks. During RGS, they covered the slides that are available to preview online at aapilots. We didn't have to punch the dummy (Bob), nor operate doors, as the training center wants to limit touch points in the training center during COVID. We got out early. All of the other RTS spots, LOE's, and RAD reviews on this website are spot on! Day 2 RTS (Sim 1). TMS has scheduled FMB on day 2 (Sim day 1), but we quickly covered the material on day 1 during ground school. So that allowed us to come in for sims 45 minutes later. 2 hour brief (all briefing powerpoints are available on aapilots to review beforehand). 4 hour sim (broken up in 2 2hr segments, with a break in between), followed by a quick 20 minute debrief. We had sim #1, which is set up as an advanced A320 IAE. Not A/C first flight, Instructor will set up sim and and load FMS. All sim work on this day takes place in JFK. Start with origination flow. First Officer Perspective. Spot 1: SE Taxi. Push off of gate 41, (FO call ramp on 129.0 for push). Tail West, taxi out TA - A, left on F, hold short of 22R at F, for intersection takeoff. Start second engine while on A. (CA's, make sure to give your FO time to start engine, run after start flow, review closeout, and before takeoff flow). Spot 2: (CA) JFK Low vis takeoff, CAT II ILS 13L Autoland to a go-around, followed by re-spot on final approach and CAT II ILS to autoland. No abnormals. CA, transfer controls to FO, while you set up, review, and brief the approach. OD pages to see if you're legal, Jepp pages to set up and review, brief with blue pages, and Jepp chart. Autoland requires a landing assessment (Land App). Use full flaps for proper sight picture, and use autobrakes medium in the sim. CA must resume control of the A/C prior to LOC intercept. FO's, know your callouts and madatory go-arounds. Ie "LAND GREEN" no lower than 350' RA, "NO FLARE" at 40', ect. CA looks outside for landing environment at minimums, FO monitors approach. CA MUST see the landing environment to continue autoland. On the 1st approach, no contact, Soft Go-Around. On the 2nd approach, breakout, and allow to autoland. CA's, don't forget to disconnect the AP at 60 kts on rollout. Use the autobrakes to a full stop in the sim, otherwise it gets squirrely. Spot 3: (FO) Takeoff with gusty winds followed by VENT EXTRACT FAULT in cruise, and a JFK VOR 31L to a landing. Uneventful takeoff. In cruise. you get the "VENT EXTRACT FAULT" ECAM. PF (FO) "My Aircraft"! PM global access, CA tells FO to continue to fly, FO "ECAM Actions". Instructor will freeze sim position while you complete ecam actions and follow ups. Then you'll be vectored for the VOR 31L. Review OD pages for the setup and brief (ie VOR toggle on, manually tune VOR on RAD/NAV during backward Z, set DDA [MDA + 50'], AP off by 250 AGL, ect). PM (CA), keep in mind, Basic AC does NOT make 100 above calls when 100' above DDA, so you'll have to verbalize that. Be sure to brief the SE missed approach procedure on Jepp 20-7E-3 page. (at JFK11, left turn to heading 180). Tricky approach. Approach course is 29 degrees from runway heading. Strong winds out of 180, so you'll have to start your turn early, so as to not overshoot the extended runway centerline. Also, the threshold is displaced, so don't allow yourself to get too low, once you transition to visual. You'll break out with plenty of time. Once you go visual, you may request FPA, to keep your descent angle honest, and use the PAPI. Spot 4: (FO) Takeoff, with soft engine failure between V1 & VR, followed by hand flown SE ILS 31R. VR is a "Suggestion". Get the aircraft under control, THEN rotate. Follow the FD, pitch for approx 12.5 degrees (box on the shelf). Take your time, there's nothing to do but fly / manage the airplane, until after you clean up at accel alt. Get aircraft under control, and rudder trimmed, fly FD, AP on at 50'. At 400', PM to ATC "AAL320 with engine failure, request runway heading". 1000' AGL (or accel alt), Push V/S to level off, retract flaps on speed schedule. At green dot, open climb, pull speed and set to green dot, TL's to MCT, "MCT", "MCT Set", CA "You fly, I'll run ECAM", FO "ECAM Actions". CA runs the ECAM, FO flies (manages) the aircraft, and handles radios. Don't forget the "Confirm" items (Thrust Levers, Engine Masters, Fire Pushbuttons, IL Rotary Switches, IDG's, Door Arming, Disarming). PF MUST be the only one to move a TL. the rest, the PM can manipulate after PF confirmation). Engine doesn't relight. return for a single engine ILS 31R. Either can do the brief. We elected that CA would take the A/C, while FO did the brief, then return flight controls to the FO; "Descent Checklist". Instructor will freeze the sim position until ECAM and followups are complete (all ecam actions, review status, QRH follow ups on pg 50, After takeoff Checklist, and Non-Routine Landing Considerations). Vectored for the ILS 31R. Again, there's the 20-7E-1 page for SE missed approach on Rwy 31R. You will land out of this approach (unless you screw it up), but build the MA anyway. Best way to do it, is to put JFK11 right after the runway on the FMS, and make it a flyover fix (press the OVFY button, right next to the CLR button on the FMS, and place it on top of the JFK11 fix that you put right after the runway in the FMS). No need to delete the other missed approach fixes, if JFK11 is directly past the runway. Once on final, have the PM set the heading bug to 180. What will happen, if you go missed, is the FMS will sequence to your overfly fix at JFK11. There'll be a DISCON after JFK11, and the airplane will default to whatever heading the heading bug is set to (180). You could also build a P/B/D after JFK11 (JFK11/180/50), but that's NOT recommended, because the airplane will turn to 120 and try to intercept the bearing coming directly out of JFK11, instead of turning to 180, as the 20-7E chart says to do. The instructor will have you disconnect the autopilot, once you're configured. You'll hand fly the approach, and hopefully land. You don't have to use full reverse, if you don't want to. But if you deploy the reverser at all, you must use BOTH thrust reverser handles together. The PM will call "One Reverse". ***Break*** Spot 5: (CA) Takeoff with ENGINE (#) FIRE on second segment climb, followed by the same ILS 31R. Engine fire right after gear up. Same as before, except the roles are switched, and instead of a soft engine failure, it's a fire. FO will run the ECAM Actions, follow ups, ect. Don't forget the "Confirm" items (Thrust Levers, Engine Masters, Fire Pushbuttons, IL Rotary Switches, IDG's, Door Arming, Disarming). PF MUST be the only one to move a TL. the rest, the PM can manipulate after PF confirmation). Same as before, regarding the approach. CA will hand fly the ILS 31R. Spot 6: (CA) Gusty crosswind takeoff, followed by ELEC (1) OIL LO PR FAULT, and RNAV (RNP) 13R to a landing. In cruise, you'll get and advisory for increasing IDG temp, when ELEC page automatically comes up, followed by the ECAM Caution. Typically, the CA will relinquish flight controls to the FO, while the CA runs the ECAM. Keep in mind, the IDG Disconnect is a "Confirm" item. Press it until fault light appears, but no longer than 3 seconds. For the RNAV (RNP) approach, check OD pages for legality (RNAV Decision Tree, You need SEL 9 and / or 10 [FOM Aircraft General and OD-9], and required equip). Can you shoot this approach with an IDG inop? Yes! OD pages for legality, Jepp chart and OD pages for setup and review, brief with lower half of OD pg 15 and 16, and Jepp chart. Keep in mind and brief that there's a turn inside final, so being Cat D, if a missed approach is conducted prior to JONAT, you must remain below 165 kts GS, and the 210 to TIHWO. Be configured by FAF at PALVE, which is pretty far out, at 9.2 miles from the runway. CA will land out of this one. Spot 7: (FO) RNAV (RNP) 13R to a Go-Around, followed by a landing. Same approach, same setup. The instructor will snap you back to vectors to intercept a course to ASALT. Be configured and stable by PALVE (put a 1 mile ring around PALVE to remind you). Assigned a go-around just outside of or past ZEBAK. YOU DO NOT HAVE TO GO TO TOGA! If you do, it may get out of control (overspeed). Simply do this instead: Press V/S to level off. Pull speed (selected) and set to 160 (to keep from exceeding 165 cat D max speed). Open climb to climb to the assigned missed approach altitude. This will still allow you to fly the FMS charted lateral approach course, to include sequencing into the missed approach procedure. Once passed JONAT, you can go back to managed speed, and it will repsect the 210 to TIHWO. Retract flaps and gear according to missed approach profile, "Go-Around Flaps", "Flaps 3". "Positive Rate", "Gear Up", ect. Instructor will snap you back on the approach course, and you'll fly the approach to a landing. End of RTS. Day 3 (Sim day 2) LOE & RAD LOE: We had 15-4. DCA-BOS, ENG 1 BLEED LEAK, BOS ILS 33L. (FO-PF, CA-PM). Very simple and non-eventful. Depart runway 1, DOCTR4 departure. Review all of the mandatory 10-7 pages. Set up and brief Mandatory departure items (ie PLVIA w/ 1 mile ring, AA01 in second flight plan for engine failure on takeoff, Verify NAV Blue during before start flow, and again prior to taking the runway. Also, NAV Green by 200' after takeoff). Briefed if we had an engine failure on takeoff, we'd follow 10-7E-2, pull heading, activate second flight plan, engage NAV, and divert to IAD. Need a takeoff alternate, got JFK. Push off gate 44 (I think), contact ground to push. 2 engine taxi, due to low vis. Taxied Juliet to hold short of RWY 4. Cross RWY 4, contact tower on other side. Up to and hold short of RWY 1. Rwy 1, Cleared for take off. Uneventful takeoff, climb. Cleared direct to a few spots on the airways. Filed and cleared to FL270, FMGC said FL250 was optimal, so we elected to cruise there. Reviewed the arrival and approach for the JFK.ROBUC3 to ILS 33L in BOS. In Cruise, we got an ENG 1 BLEED LEAK. CA ran the ECAM, required to avoid icing conditions. Got a PIREP of no icing from an aircraft ahead. Cleared to descend VIA, so we set 6000 for bottom alt. Vectored off of the arrival, descend and maintain 10000. Then cleared direct to a few fixes, cross at XXXX. Once that was set, cleared to descend via. Just don't forget to keep an eye on what altitudes you have been assigned and what vertical mode you are in, and what is set, while being vectored off and back on to the arrival. Vectored for the ILS 33L, landed uneventfully. Exited at Q, hold short of 4L, LOE complete! ***Break*** RAD: LAS & MMMX Spot 1: (FO) Unreliable Airspeed. FO Takeoff 26L, depart via the COWBY 8. Around 8000 to 10,000', PM (CA) and PF airspeed did not match. CA (PM) runs the unreliable airspeed indication Quick Action Items on QRH pg QA-14. First and foremost, AP & FD OFF. Establish pitch attitude and thrust setting on QA-14 (+5 degrees / CLIMB). We were in an advanced aircraft sim, and were allowed to use the backup speed indicator. Spot 2: (FO) Night Visual Approach to LAS 26L. Start out being vectored South of the approach course, about 20 miles out, at around 6000-ish feet. Cleared for the visual approach, 26L (glide slope OTS). Use TERR on ND, and terrain altitude depictions on the ILS 26L approach chart to realize that you need to vector yourself just outside of LARRE. Maintain altitude until you're on the approach course. There's a few different ways you can set this up. We loaded the approach into the FMS as a LOC only, and used the pink dot on the vertical scale and TRACK / FPA to maintain a 3 degree descent path. You can also load the CF (centerline fix) for RWY 26L in the FMS, but it won't give you the number of min altitudes that the ILS / LOC will. Spot 3: (Both, CA first then FO) Impending Stall, Low Altitude. Positioned on the final approach for the LAS ILS 26L, Flaps 3 in Alternate Law. At gear down, go into Direct Law, so you have to use the trim wheel. AP off, Thrust Levers Idle. Hand fly and stay on glide slope. At stall indication: Lower nose, and slowly increase thrust. You'll have to crank some nose down trim in, to avoid a secondary stall. Don't forget you PF and PM callouts, (PF- "My Aircraft". PM- will call out trends "300' RA, sinking 500fpm, 700' RA, climbing"). Once recovered, normal go-around profile. Pretty simple. Spot 4: Low Speed RTO and unplanned EVAC. FO takeoff, with right engine explosion around 40 knots. "REJECT!" CA immediately, "My Aircraft", rips thrust levers to idle. Autobrakes not activated at 40 kts, so CA MUST get on the brakes ASAP. A low speed engine failure on takeoff is a WILD ride! If you don't get on top of it fast, you'll be doing donuts in the grass within seconds! Come to a stop, CA jumps on the PA, "This is the Captain, Remain Seated x 3", but an uncommanded evac takes place anyway. We skipped the Engine Fire On the Ground QA, and went straight to the EVAC checklist. Spot 5: (Both) EGPWS Recovery at MMMX during ILS DME 1 23L. Just as all the other reviews said. You're at a high density altitude, with terrain. On the MMMX ILS DME 1 23L, just inside SLM, get vectors toward the mountains. You'll go through the EGPWS Terrain Caution, and talk about what you "Should" do. Once you get the EGPWS Terrain Warning, "TOGA, My Aircraft", AP- off, wings level, full aft sidestick. PM should call out trends. Once clear of terrain, retract gear and flaps, as required. Spot 6: (FO) MMMX ILS DME 1 23L, Go-Around, with engine failure on go-around. Keep AP on during this whole event, it will make it easier. Follow the rest of these reviews for the setup. Its high density altitude, so get configured early, and use TOGA for the go-around, instead of a soft go-around. When you get the engine failure, trim the airplane, and let the autopilot do the rest of the work. For some reason, my AP kicked off while I was trimming the rudder. (Is it supposed to do that???). Hand flew it until I got it trimmed out, then turned the AP back on. I think the point of this exercise was to show us how sluggish the airplane is on a SE in high density altitude airports, and how dangerous that can be in locations with terrain, IE Mexico City. Fly the published missed. I missed the Accel Alt, and didn't start cleaning up until later, and I'm glad I did, because of terrain clearance. CA ran the ECAM, and I worked the radios. Once entered in the hold and ECAM Actions & follow ups are complete, RAD Complete! A few side notes: When reading ECAM box 2 items (on bottom right box of EWD), read if LAND ASAP is Red or Amber. Amber means, "land as soon as practical, at a suitable airport", ie single generator. Red means, "land right now, anywhere possible!" ie active fire that cannot be controlled, such as engine fire that doesn't go out, cargo fire, ect. SEL logic. SEL 8, Good for RNAV (GPS) approaches (with MDA [Must Do Addition, ie MDA + 50']). SEL 9, Good for RNAV RNP or [AR] to 0.3 (with DA [Don't Add]). SEL 10 Good for RNAV/RNP or [AR] to 0.1 (with DA [Don't Add]). All of the non-normal maneuvers in the AOM1 are memory items. Know them! Ie, TCAS RA, EGPWS Terrain Warnings, Windshear, Stall recover. |
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June 5, 2020 (R9) The R9 scenario was BOS to DCA. I, the Captain, decided to fly. Gate was B-16. Planned for runway 15R. Taxi instructions were taxi to 15R, Echo Bravo Lima. While taxiing on Bravo told to hold short of November, about a minute later runway changed to 22L. I decided to not let the FO go heads down until I was holding short of November due to the low visibility. Told ATC we needed time to make the changes. Even though the SID is Radar Vectors still validate and step through the SID. I also re-briefed the taxi due to the fact we have to cross three runways and have to stop by the ILS hold lines for 22L. Takeoff was normal. Given FL260 for the final. Planned for ILS 01 in DCA. Told to cross MXE at FL200. Shortly thereafter we got an ECAM message Gen 2 Fault. After the FO verified that it was not a Quick Action Item or ECAM Exeption, I transferred aircraft control to him. I did the ECAM and didn’t get the generator back. Started APU and it faulted. Down to one generator, declared the Emergency. The FO had great Situational Awareness and recommended PHL. Talked to Dispatch on 130.32 (FOM Enroute Communications, 7c.1.6 Dispatch Direct VHF Network). Told him the nature of the Emergency and that we were diverting to PHL. Briefed the Flight Attendants and The passengers. ILS 09L in PHL. Normal landing, exited runway, PA to passengers, talked to Fire Chief, everything looks good, follow us to the gate. End of R9. The other maneuvers were as described by others on this thread. |
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June 4, 2020 (R9) RTS: Spot 1 - Single engine taxi to JFK 22R. Just follow VOL I procedures. nothing unusual. JFK (-7) pages "prohibit" single engine taxi out of gate area, but accomplished for training. Started #2 as soon as joining TXY A from ramp. Still had to taxi slow to get 5 min warm-up. Spot 2 - CA low vis takeoff 22R. Takeoff alternate req if < CAT III mins or < CAT I and overweight (check <368NM). Pull WET TPS < 4000-3/4 vis. Takeoff to autoland CAT II ILS 13L., run Land App w/autoland, 1600-600-300 req, Brief OD pages, FO inside through rollout as PM. Directed Go around due to traffic on runway. Spot 3 - FO takeoff 22R. Gusting X-Wind, full forward stick and special CFM X-wind run-up. ECAM VENT EXTRACT. "FIX" method with NON-normal SUPP, if desired. Vectors for VOR 31L. Load Engine Fail procedure in Secondary. Had seat filler SimP and he placed "JFK10" fix in Secondary route just after RWY, then placed an overfly "^" on that and then added an "along track fix" afterwards (JFK10/180/30), all which allowed for NAV capability for the engine out procedure, if needed. Just need to make sure and coordinate request with tower too. VOR 31L for FO was overshooting winds, cross-cockpit, with 29 degree change from approach course to runway. CA visual input helpful to avoid overshoot. Forward stick pressure after nose wheel T-down makes steering more stable with X-wind. Spot 4 - FO V1 engine failure 22R, no fire, no damage. "FIX" method to NON Normal Landing considerations. Hand flown CAT I ILS 31R with Engine Failure missed procedure again added, only this time, it was added directly into ACTIVE route as there was no need to keep published two engine missed as we had no intention of flying it anyway. (same method as mentioned in Spot 3 above) Spot 5 - CA 22R 2nd Segment Engine Failure with Fire, but WITHOUT loss of thrust (engine still turning and making thrust). Normal cleanup profile without the EOAA level off, then OPN CLB at Green dot and MCT. "FIX" method followed by hand flown CAT I ILS 31R with Engine Failure procedure substituted into active route after runway. Spot 6 - Can't recall the electrical Non normal, but followed by RNAV(RNP) 13R. "OD" pages for setup and equipment requirements. I asked both days (RTS and RLE) why 2 autopilots required for RNAV(RNP) approaches when only one used. Nobody really seemed to know. Not sure if selecting 2nd autopilot during approach, after failure of initial selected, would be legal to continue inside Initial Approach Fix. Still investigating that. CAT C/D had same MINs for this approach, so 165 max was OK to MAP, however, flew CAT C speed anyway. 210kt max for GA until passing TIHWO and then managed speed thereafter. No RAIM required with 0.3 RNP. Brief PM duties with callouts. Autopilot required to MIN for two engine approach. Spot 7 - Same approach for FO to allow for CA PM duties to be observed. RLE: I showed up with printed RLE flight Docs for both directions between DCA-BOS and cropped to representative size. SO, SO much nicer to have hard copies rather than needing to switch back and forth in iPad. FO was REALLY happy about that. We were given DCA-BOS. Briefed FAs about turbulence (none), ETE, short taxi and short flight (short time at Cruise). Briefed two engine taxi (vs. single engine) due to min power in alley, short distance, runway crossing, engine warm-up, congested airfield, WX, etc… Briefed all PERTINENT 10-7 departure pages for normal and engine out. Secondary loaded with AA01 and P-56 on ND. WX had deteriorated below CAT I mins that had exited at time of RLS, but we had already been given JFK (< 368 nm) as TKOF ALTN. We were below Max landing weight, but no CAT III at DCA, so I placed IAD on FIX page with 20 NM ring in event of active fire situation (cargo, etc…). Checked NAV armed at gate. Flightdeck door did not lock on closing. We caught it, but CKA said it was unintentional and had been left input from last SIM session. Taxi out and cleared to "Line Up and Wait" just as 5 min warm-up expired. Checked NAV armed again. Uneventful departure. Cruise AHEFO in the clear at FL270. No RVSM. 30 NM South of JFK we noticed flickering DUs followed by ELEC GEN 2 FAULT. APU start attempt FAULTED as well. We knew where that would lead us, but completed ECAM procedures and Follow-up. FO checked JFK WX while I briefed FAs to prepare for 20 min "precautionary landing" diversion to JFK. JFK WX good enough. We declared MAYDAY with Washington to ensure a quick speedbrake descent for shortened airborne exposure to single generator in undercast IMC. Briefed passengers in descent. FO loaded JFK ILS 13L and verified. RF 7700 to dispatch. Engine Anti-ice in descent. Briefed ILS as I verified it and then swapped PF/PM for approach and land. Ride completed on the runway. |
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March 15, 2020 (R9) I have referenced airbusdriver.net for every CQT event, and I've found myself "over-prepared" each time. I figured it's time to contribute! RTS Spot 1 - Single-engine taxi If you do this on the line, it's a no-brainer. With low visibility we probably would have started both engines, but just go with it. We pushed tail west from gate 41 at KJFK. Single-engine taxied out TA, right turn on A. Once on taxiway A, start engine 2 to allow for warmup. Left turn on taxiway F, hold short runway 22R at F. Spot 2 - CA Low Visibility Takeoff, CAT II Autoland, Go Around and Landing Normal takeoff. ATC says we're to return to KJFK. Expect radar vectors ILS 13L CAT II. Give FO aircraft while CA sets up and briefs. Verify with BLUE pages we can do it. WHITE page(approach) to set it up in MCDU- set RADIO to 150. BLUE pages to review CAT II Autoland procedures. Back to WHITE(approach plate) to brief and consider threats. Consider briefing the CA is outside, the FO remains inside! Use flaps full for better flight deck angle as you must SEE something at minimums. Also, all auto lands require a landing assessment! Cleared direct to TELEX. At minimums, CA says "Go around TOGA." Soft GA is SOP unless you need more power. Repositioned for same approach, this time to a landing. Autobrakes MED is ideal for all simulator landings. Spot 3 - FO Takeoff with Gusts, VENT EXTRACT FAULT(EXTRACT VENT LOW PRESSURE in FLT) VOR 31L approach, Landing with Gusts Normal takeoff. "My aircraft!" Complete the ECAM procedure. PM should not move ahead with approach setup- they want both pilots focused on ECAM procedures. Consider flaps 3 due to gusty winds. SE missed approach applies for 31L. Runway 31L is 29 degrees to the left of final approach course. You'll break out plenty early. When ready, "AP off, FDs off, give me the bird." Winds are 180/10KT so start your turn early or you'll overshoot. Runway 31L has a significant displaced threshold- stick with the PAPI or you'll get too low. Spot 4 - FO Engine Failure between V1 and V2, Single Engine CAT I ILS 31R This was a fairly "soft" failure. Instructor even told us it would be the number 2 engine that fails! Use just enough rudder to keep it straight, don't freak out. Trim until your foot is relaxed and BETA lines up, and engage the AP. "TOGA." Runway heading of 224 at 400AGL. At 1000 radio altitude, push V/S to level off. When appropriate, retract the flaps. At green dot, remember "Oh, Sh*t, Man!" Open climb, Select speed(green dot), "MCT." I like to consider MCT-T, the second T meaning "turn," as in turn back to the airport so you don't fly off into oblivion. Have the FO continue flying while the CA completes the ECAM. ATC will vector you around for the ILS 31R, then place you on position freeze until you're ready! There is a SE go around for 31R. Consider keeping N1 below 80 percent when hand flying. Be sure you're trimmed properly coming down the GS. When you break out, you'll be crabbed for the wind, so the runway will appear off-center. DON'T CHANGE!!! Just let it fly down to the runway. "One Reverser!" Bring to complete stop on runway, then make a PA about "safety vehicles" and to remain calm. NO need for "remain seated X3 . . ." Spot 5 - CA Engine Failure with Fire (2nd Segment), Single Engine CAT I ILS 31R Depending on where this happens, you may need to pitch DOWN into the FD. Take a chill pill, nothing needs to happen until you're above 1000 and cleaned up. The PF moves the power lever. Just go slow here. See Spot 4 for more. Spot 6 - CA Gusty Crosswind Takeoff, Electric Non Normal, KJFK RNAV(RNP)13R Approach, Gusty Crosswind Landing Use full forward side stick to assist with direction control until up to speed. We got an advisory for rapidly increasing IDG 1 temperature. Eventually this turned into an ELEC IDG 1 OVHT. Remember, this is a confirm item. Unfortunately, the ECAM procedure does not advise you to only push the button until the FAULT light appears(less than 3 seconds). The QRH follow-up does, but it's too late by then. Remember, BLUE pages to make sure you can do this approach, WHITE page(approach plate) to set up, validate, (.30 RNP, NAV accuracy HIGH, GPS PRIMARY) on both MCDUs. Deselect the navaids, ensure NAV in 3R and 6R of GPS monitor page. Back to BLUE page to review RNAV procedure, then WHITE to brief. Spot 7 - FO RNAV(RNP)13R Approach and Go Around and Landing Same setup here. The tower will tell you to go around inside ZEBAK. Approach has category D minimums, so maximum allowable airspeed is 165 on the RF leg until JONAT. Soft go around procedure, just select 165 speed. Manage speed afterwards- it'll observe the 210 restriction until TIHWO, no sweat. R9 LOFT All the BOS to DCA flights share the same release. All the DCA to BOS flights share the same release. Here is a brief synopsis of each scenario: 15-1 KBOS to KDCA. Runway change after start of taxi. ENG BLEED LEAK in descent. Approach planned for DCA ILS 01. 15-2 KBOS to KDCA. Runway change after start of taxi. AIR PACK OVHT in cruise. This requires single pack operation. Provide radar vectors to the River Visual approach runway 19. When lined up on final direct a go around and provide vectors for a visual approach to runway 01. 15-3 KBOS to KDCA. Runway change after start of taxi. ELEC GEN FAULT accompanied by APU start fault in cruise. Single generator operation should lead crew to land at the nearest suitable airport which is KPHL. Provide radar vectors to crew for the ILS 9L at PHL. 15-4 KDCA to KBOS. FMS EO procedure for departure. ENG BLEED LEAK in descent. Approach planned for BOS ILS 33L. 15-5 KDCA to KBOS. FMS EO procedure for departure. AIR PACK OVHT in cruise. This requires single pack operation. Approach planned is the Light Visual 33L. At 500 feet direct a go around and provide vectors for a visual approach to 33L. 15-6 KDCA to KBOS. FMS EO procedure for departure. ELEC GEN FAULT accompanied by APU start fault in cruise. Single generator operation should lead crew to land at the nearest suitable airport which is KJFK. Provide radar vectors to crew for ILS 13L. We got scenario 15-4. Insignificant CDL item. Do all the mandatory briefs and P-56 stuff. Use OD-19 to setup the EO departure procedure. Push tail west from gate 26. We elected to start both engines due to low visibility and runway crossing. Taxi to runway 1 via J hold short of runway 4. Approaching runway 4, cleared to cross. Normal takeoff, ensure NAV engaged by 200 feet to avoid P-56. Monitor guard above 18. Normal cruise. Start down on the ROBUC3 and eventually you'll get AIR ENG BLEED LEAK. Says to avoid icing conditions. Temp in BOS is 12, and the clouds are low enough. Additionally, APU BLEED can NOT be used for wing anti-icing. Ask ATC for any icing reports and/or contact dispatch directly on 129.85. Instead of sending an ARMS code, consider contacting MX directly in BOS(reference company pages). Rest of the arrival and approach was normal. RAD Spot 1 - FO Unreliable Airspeed Read through and be familiar with QA-14 in the QRH. Normal takeoff from KLAS 26R on the COWBY8 departure. At approximately CEASR, the CA mentioned his airspeed increasing above 250. Mine starting doing the same thing. A quick check of the ISIS showed airspeed at 250. "My aircraft, AP off, FDs off, give me the bird." Disconnect the autothrust, match/mash! Reduce power to approximately 60% N1 and put the bird on the horizon and you're golden! Without a "MAYDAY MAYDAY MAYDAY" departure won't help you with a heading/altitude. Pull out the QRC and refer to QA-14. Remember only 1 answer in step 6 will apply. Make power changes at level altitude, and altitude changes with fixed thrust to identify operative ADR. Really read the QRH items and understand what each step is trying to do. Just go slow, let ATC worry about terrain. Spot 2 - FO KLAS 26L Night Visual Approach Positioned south of inbound course at 7000. Told G/S inoperative. Use TERR and any/all available resources to mitigate risk. We proceeded direct to LARRE, crossed at 6500 and joined the inbound course. We loaded the LOC approach for two reasons: the G/S may be working but it is unreliable. The LOC approach versus a CF includes waypoints with safe altitude restrictions for us to crosscheck as we descend with the bird. No sweat. Spot 3 - BOTH Impending Stall on Approach RWY 26L Positioned on final just outside RELIN. You will be at flaps 3 with the gear UP. When you are cut loose, the CKA will place the aircraft into alternate law. Upon extending the gear, the aircraft will degrade into direct law. You will have to use manual pitch trim. Don't be your own worst enemy- try not to stir the pot. Just inside of RELIN, the CKA instructs to reduce thrust to idle and maintain the glide slope. Use the stick, don't trim up too much or you'll have difficulty getting the nose down during the stall(elevator trim secondary stall anyone?). At the FIRST indication of stall, "My aircraft," relax back pressure to break the stall. Divide your scan inside and out- use available altitude to get your wings flying again. As speed accelerates above Vls, slowly begin adding thrust. Increase pitch just a couple degrees per second as you increase thrust to Go Around, TOGA! Clean up with the rest of the go around procedure. Max g-loading we hit was 1.1. Money! Spot 4 - FO Low Speed RTO and Evacuation Everything normal until 40 knots. Number 2 engine failed. No auto brakes or rudder authority at this low of speed. Consider idle reverse or it'll get wild on you- besides, the runway is super long. Differential braking is your friend. FO call the reject with ATC. They'll ask if you need safety vehicles. Try to avoid the knee-jerk "STANDBY." Have them roll the trucks! They're bored anyway. That way if you develop a fire or other hazard they'll already be half way to you. "This is the Captain, remain seated X3." This is NOT the end! CA, you must assess the situation!!! Pick up the handset and call the first FA. Make sure everyone is okay! Also, just because it's chill in the flight deck, it doesn't mean there isn't smoke, fumes, fire, debris, injuries, etc. in the cabin. If the FA says it's smoky, tell him/her you'll start the evacuation on your signal/command. If you don't assess the situation after stopping, the FAs(or PAX) may initiate their own evacuation. Silence the horn in the cockpit- it's only loud because the FAs pushed the button. If/when the doors open, kill the engines immediately! This is purely a technique, so the CKA will not tell you to because it's not procedure. Upon reaching EVAC COMMAND(if installed) - ON in the checklist, push it. The horn will only sound in the cabin. Spot 5 - BOTH EGPWS Recovery Placed just inside SLM at 12000 on the ILS DME 1 23L at MMMX. Given a heading of 070, descend and maintain 8000. You will get a terrain caution the CKA has you ignore. When you get the terrain warning, "TOGA, My aircraft!" Disconnect the AP. PM should call out radio altitudes and climbing/descending. Rotate to full back side stick and keep it there. Do not alter configuration of the aircraft except for speed brakes, ensure they're retracted(they should retract automatically). Don't worry about speed decay, that's what we're converting to vertical energy. DO NOT release full back side stick until clear of the terrain. In normal law you're covered. Ask the CKA on the next one to make it CAVOK so you can see what you're about to hit. Spot 6 - EITHER MMMX ILS DME 1 23L Leave the AP on for this spot. SE missed approach is the same as published. Placed just inside SLM at 12000. Cleared for the approach. Arm the approach, set 8700 into the FCU and manage the altitude. At about 500 AGL, tower tells you to go around. Consider a TOGA go around due to high density altitude. Shortly after TOGA you lose an engine. Keep the AP on- it can trim twice as fast than you can manually. Reference the RA for 1000 feet, push V/S and clean up on schedule. Ensure NAV is engaged for the missed approach. Just a technique- don't get too engrossed in the ECAM until she makes the right turn to the north towards SLM. If for some reason the turn was missed, you're headed directly for some high, nasty terrain. Additionally, once you're at 12000 feet, consider asking for a vector to D140 to try the approach again. Any time Box 2 says "LAND ASAP," take a look at your FOB. You might not have all the time in the world, especially on a VFR day with no alternate fuel! |
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March 9, 2020 (R9) Follow the tips published before mine and you’ll be fine. Our RLE scenario #6 was DCA-BOS. En route, we had a GEN 2 FAULT. (I started the APU right after saying "My Aircraft" a la Capt Sully. ECAM directs a GEN re-set. It did not. No problem, since APU is AVAIL. Then another ECAM displayed APU AUTO SHUTDOWN. I placed JFK with a 10 nm ring in the MCDU FIX INFO page and noticed that it was closer than to continue to BOS. Declared a PAN PAN PAN with Fuel on Board and total souls, and requested radar vectors to JFK. Notified FA of a Precautionary Landing and sent message to Dispatch. Landed at JFK ILS 13L. End of RLE. |
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February 25, 2020 (R9) I just completed the R9 at DFW. I won't go through the RTS spots as it is well presented on this thread and goes pretty much as scripted. Look at the spots on AA pilots and you will be well prepared. As for the LOFT we had DCA-BOS #4. Gate 26 at DCA. The usual stuff. Make sure all the P56 stuff is dealt with and briefed, as well as properly loaded in the primary and secondary flight plan. Runway 01 to hold short of 04. No icing. Doctr 4 Rnav. We had Sim number 8, the NX one, and for some reason the flight plan did not properly load. This is not part of the scenario but make sure you check it carefully when you do the route verification. They are big on turbulence so make sure that is covered during the FA brief. No runway change during taxi out. Flew the partial SID then got cleared down the road to an en route fix. FL 270 final level. Nothing happens until you start down on the Robuc 3 arrival for the ILS 33L. The initial FP wx is crappy but the ATIS wx comes up as 800/3. Got a Eng 1 bleed leak as per the script. Keep in mind you need to avoid icing so calling dispatch on the direct freq. of 129.85 is prudent. He said no ice so we pressed on. The rest of the arrival was uneventful as was the ILS to 33L though I was expecting a go around. The RAD is just training and is well covered here as well. I found the unreliable airspeed spot out of LAS very useful training. It helps to review the QRH ahead of time. We had both PFD's show faulty speed data with a good standby. You will likely get an over speed warning that can only be cancelled using the Emerg cancel button. On the low speed reject I elected to shut engines down prior to the Evac checklist as passengers were launching themselves on to the ramp ... The check airman was ok with that as you are exercising emergency authority and your own judgment but lawyers will probably try to nail you. Whatever. They will try and do that anyway. Remember. It’s Challenge response response. The ECAM trainer on the IPad is a very good review for Non-normal methodology. Overall good training with excellent instructors and check airman. |
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February 23, 2020 (R18) The R18 was according to the scripts on the site as of Feb 4, there was almost no deviations from previous reports. Ground school was very relevant and informative as well as the EFB class the second day, all good reviews for things we do every trip and some new tidbits about some of the newly released features of WSI Jepps and the FOM. Bias training is what it is at least our instructor made it interesting. 2nd day is strictly training and they tell you that. It is an overt effort to get the rust off and get you ready for the same maneuvers on day 3. The RTS brief follows the posted powerpoint. As others have stated the basic scenarios have not changed much so they are looking for the callouts to be precise in all phases. They are also really emphasising manipulation of the controls. When the PF calls flaps 1 they want the PM to repeat the command after checking speed THEN grab appropriate handle and select the desired configuration. They will ding you if you say gear up as you are grabbing the handle and raising it. Check speeds then repeat the command then manipulate. Also remember the blue white blue white brief methods, although they are technique it is what they are looking for. Blue, go OD pages are we legal? White, reverse z DD get it set up in box. Blue brief any applicable blue page notes, we do not have to read an entire page if both are familiar. White, talk about threats then brief Jepp plate. A few things to look at before hand to make life easier. Know what SEL category you are, where to find it and what that means in terms of authorized approaches that are authorized. I screen shot page 6-22 under Aircraft general. This chart makes it easy to see what you can and cannot shoot. This will be discussed a few times in training. During non normals when you review the status page talk about the lost systems. If you lose and engine talk to the PM about how they must call out 1 reverser when you land because it is on the status page as being inop. If you lose yellow system tell tower you will need to be towed off the runway..ect. Also review and do the performance questions that are in the brief. They spend lots of time on these in the last sim brief. Lastly make sure both pilots know who is inside and who is outside on what approaches, sounds basic but it gets jumbled as you keep changing approach types and not shooting ILS as we normally do. It will help alot with callout precision. Lastly look at new ecam trainer, it is a great tool to get the idiosyncrasies of the process down, you will be doing at least 5 engine fire or engine fail ecams over the 2 days. 1. SE taxi is uneventful, I started #2 as soon as we left ramp and took a right on A. 2. Cat 2 is a briefing drill, remember to do a land assessment and put 150 in rad alt. 3. FO VOR 31 another brief drill. Ecam is just a check to see that PM does a global view and grabs QRC checklist prior to Capt assigning PF duties and execution. Remember every time you hear a ding , have a failure or the plane talks to you (windshear) the PF must say my aircraft. 4/5 Both Capt and FO engine failures are straightforward and hand flown to minimums. Have PM trim you to 5.0 right after glideslope intercept and it will fly itself down. 6/7 Next is RNP work. Remember IDG is a confirm item. FO approach is to go around just remember as you go around stay on the Nav profile and pull speed to 160 (165 max cat D speed) until Jonat or runway threshold then select 210 until TIHWO. Come back and land. Day 3 Good brief again no secrets and lots of performance and SEL talk. They told us the 1st half is qualification the second half is training. One note, for the first time I remember they made no secret they were reviewing your previous day instructor notes. If a pilot had a week area that was noted in the 1st siim debrief they watched for it . The day 2 sim debrief forms were on the desk in front of the instructor when we walked in. Maybe I just missed it in the past but I thought it was new. I always assumed they did that but never have seen it publicised as it was. 1. CAT3 to land, as advertised do land assessment no surprises. Check takeoff mins and takeoff alternate requirements and talk about them out loud, we were originally given weather that had rvr below what we could accept. 2. FO takeoff low vis RTO, get on the brakes hard and fast stop a/c and do global assessment, QRC checklist and remember there are no confirm items on gound. RNAV (GPS)36L approach to landing. 3. FO engine failure after V2, I talked to FO before hand and passed on my technique for what it's worth. If FO rotates slowly and takes time getting into flight directors when the engine fails it does not require a huge forward stick push to put the dot on the box. We had talked about the SE go around previously and FO did a great job. Slow and smooth power in at the same time rudder is coming in. You cannot put too much rudder in on this one, it takes 3/4 rudder to keep it on course. Make the same calls, Go around TOGA, TOGA set, go around flaps, flaps 2, positive rate, gear up. Trim, autopilot on, heading select ... ect 4. Capt LOC 36R approach, on climb out get the ecam, talk about what you have lost on status page and how it affects you. We put a 1 mile circle around FAF as a last ditch warning that FP needed to be selected. Go around is just a drill, slow smooth and in a cadence. I always configure way out on all of these approaches, I am anti 3-2-1 rule. It may be fine for an ILS but not approaches we don't shoot often and I have never been dinged by an instructor for dragging it in. 5. Engine failure right after V1. Put it on the box trim, auto pilot on. 400 feet select runway heading , toga..sit on your hands and look around. Do the checklists come around handfly approach and land. Instructor told us we had done well and passed all the rest was training. I will not review all the 2nd half maneuvers as others have because they are as scripted and as written up previously. I will restate a previous comment. To prepare for this it is a great opportunity to review our memory items, everything from emergency descent to recovery from a stall. Good training all around, instructors were great and it was very low pressure if you go prepared. |
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February 14, 2020 (R9) General: 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, the PM 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 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): February 12, 2019 SPOT 1 Crew: Single-engine taxi - SimP positions the aircraft at KJFK gate 39. Spot starts with pilots doing the Preflight and Before Start flows. Push back, start left engine, and single engine taxi. For single-engine taxi Captain does not call for and the F/O does not execute the After Start Checklist. Ramp Control clears the aircraft to taxi to taxiway "TA" and to contact Ground Control. Ground Control clears our aircraft to taxi via "TA", right on "A", left on "F", to hold short of runway 22R. Start the second engine, complete the After Start and Before Takeoff checklist. - The company estimates if 50% of the A320 flights single-engine taxi AA would save about $50 million per year. I believe if every A320 flight (that could) executed this procedure AA would save about $100 million per year. If the E-190s, B7373s, B757/767s, and the Group 4 aircraft single engine taxied (widebody after landing) I believe AA would save about $200 million per year. - My comment: "I commute and virtually every PSA and Piedmont pilot single-engine taxis. Why? It's their efficient culture. However, when I commute on an AA flight most pilots don't single engine taxi. I believe if a pilot wants higher profit sharing, wants to contribute to the well-being of fellow employees, wants to help create a stronger company and job security, and to pollute the atmosphere less they should single-engine taxi. In my opinion, for those of us who don't, we are only hurting the company, fellow employees, our families, and our self. SPOT 2: CA Low Visibility Takeoff with Gusts, KJFK CAT II ILS 13L, Go Around and then reposition for a landing - Straight forward. Conduct your backward Z (FDPP), review OD page 13, brief the approach, and complete the descent checklist. For your minimums, put 150' RA value in the MCDU, Perf Approach page, RADIO field. - Normal go-around, reposition, and then a landing. SPOT 3: FO Takeoff with gusts, Vent Extract Fault, KJFK VOR 31L Approach, landing with gusts. - Straight forward. Conduct your backward Z (FDPP), OD page, brief the approach, and complete the descent checklist. - OD Page 17: ND Mode – Don't forget both pilots will be in ARC mode. Manually tune the JFK VOR. The final approach course is offset by 29 degrees. As you make the turn to final it is very easy to go to low and to get four red PAPI lights. SPOT 4: FO Engine failure between V1 and V2, Single engine KJFK CAT 1 ILS 31R Landing - Straight forward. - After the engine failure you are vectored for an emergency return and a single engine KJFK Cat I ILS 31R. You can either enter engine out missed approach on page 20-7E-1 in the Secondary Flight Plan using QRH OD-19. Or you can use a technique: On the Primary Flight Plan delete the published missed approach. e.g. the CRI and COL VORs. Then after the missed approach point enter JFK11, Place Bearing Distance (PBD) fix of JRK11/180/50, and then an overfly of JFK11. This will permit you to fly the published 20-7E-1 procedure in Nav. SPOT 5: CA Engine Failure with Fire (2nd Segment, KJFK Single Engine CAT 1 ILS 31R and landing. - Straight forward. - After the engine fire you are vectored for an emergency return and a single engine KJFK Cat I ILS 31R. You can either enter engine out missed approach on page 20-7E-1 in the Secondary Flight Plan using QRH OD-19. Or you can use a technique: On the Primary Flight Plan delete the published missed approach. e.g. the CRI and COL VORs. Then after the missed approach point enter JFK11, Place Bearing Distance (PBD) fix of JRK11/180/50, and then an overfly of JFK11. This will permit you to fly the published 20-7E-1 procedure in Nav. SPOT 6: CA Gusty Crosswind Takeoff, KJFK 22R, ELEC IDG (1) OIL LO PR Fault, KJFK RANV (RNP) 13R Approach, Gusty Crosswind Landing - Straight forward. - On a RNP approach do not exceed the Aircraft Approach Category KIAS. approach speeds on your RF leg A319/A320 category C, 121-140 KIAS, A321 category D, 141-165 KIAS. - Cleared direct to ASALT and then for the approach. Arm the approach at this point. - Ensure both MCDU PROG pages have GPS Primary and NAV ACCUR High displayed. SPOT 7: FO KJFK RNAV (RNP) 13R Approach, Go Around & then a Landing - Straight forward. - Cleared direct to ASALT and for the approach. Arm the approach at this point. - Do not exceed 165 KIAS on RF leg. Pull Selected Speed. On Go Around you cannot exceed 210 KIAS until TIHWO. Recurrent LOE (RLE): February 13, 2020 - KDCA to KBOS departing from gate 42. - I recommend you print the ATIS, Release, & TPS at home. - Manually load flight information in JepProX SID, Route, STAR, Approach. - Enter FMS Engine Failure Procedure (EO SID) into Secondary Flight Plan, Rwy 01 to A32F, page 10-7E2 from QRH OD-19. - Takeoff alternate required. - Review Ref 1 Avoidance Proc 10-4A. - Runway 1 Departure, DOCTR 4 RNAV departure. - Review Departure - MANDATORY briefing Rwy 1 page 10-7C-1. - Review Departure – RNAV SID Rwy 01 A32F page 10-7C-2. Enter PVLIA on the Fix Page & put a 1.0 DME circle around PVLIA (the arc depicts the western edge of P56). - Single-engine taxi, Juliet, to hold short Rwy 4. - Routine takeoff. - Enroute we had a minor ECAM for an AIR PACK 1 fault. - KBOS ROBUS 3 RNAV Arr, Light Visual Rwy 33L (coded in MCDU As RVAV 33L-F). - Set 250 feet in the MCDU Perf App page in the Baro window. - Vectored of arrival. Ensure you obtain a hard altitude to descend to from ATC. Then when given a vector to intercept the STAR make sure you select NAV and Managed Descent. - Fly the RNAV final approach and about 2 miles out we received a Tower directed Go Around. Climb on runway heading to 3,000 feet. - Vectored back for a Visual Approach Runway 33L to a full stop landing, which ends the RLE. Recurrent Advanced Training (RAD): February 13, 2020 SPOT 1: Takeoff KLAS, RWY 26R, Cowboy 6 Departure - FO takeoff. - On departure PFD #1 & PFD #2 began accelerating and the Standby Indicator appeared normal. However, with two airspeed indicators moving in concert this led us to believe the Standby Airspeed indicator failed, which was wrong. Both PFD #1 & PFD #2 provided false indication. - Pilot Flying states, "My Aircraft." - Check the QRC Quick Action & ECAM Exception Index. Procedure is a Quick Action Item for an Unreliable Speed Indication/ADR Check – page QA 14 - Captain as the PM identifies aircraft (CLT A320 Simulator 1) has a Back Up Speed System (BKUP Spd/ALT pB installed. Go to QA-15. - Determine Pitch and Thrust for initial Level Off and fly to the BUSS green band - This completes SPOT. SPOT 2: FO KLAS 26L Night Visual Approach - Positioned on final about 15 miles from landing. Configure 3-2-1. Once configured the Glide Slope fails. Localizer signal valid. Captain can enter the CF 26L to obtain a PFD Vertical Indication Indicator (VDI) in the MCDU Perf App page. FO should fly the VDI and use the PAPI for vertical guidance. SPOT 3: BOTH – Impending Stall on approach to KLAS Rwy 26L - KLAS ILS 26L Approach to Stall with autopilot on. - Straight forward. - After stall recovery execute a Go Around. SPOT 3: FO Takeoff, Low Speed Rejected Takeoff and Uncommanded Evacuation - About 40 knows we had a Right Engine Failure. - "Reject, My Aircraft." Step on the Left Rudder Pedal to gain directional control. - I took the TLs to the Idle detent, I used idle thrust and did not use the Thrust Reverser. - Immediately after I gave the command, "This is the Captain, Remain Seated, Remain Seated, Remain Seated," the cabin doors opened. - I elected to immediately shut down both engines because customers were apparently on the runway. - I immediately transitioned to the Evacuation Checklist. - Captain should select the RH Dome Light, FO should advise ATC/ARFF that an evacuation is taking place SPOT 5: BOTH – EGPWS Recovery, MMMX ILS DME 1 Rwy 23L - Configure on the arc inside of SLM. Shortly before intercepting the Final Approach Course (FAC) we were given a vector to the south of the FAC with a clearance to descend below the MSA (12,100) to 8,000. - Straight forward EGPWS Escape Maneuver. SPOT 6: Either: MMMX ILS DME 1 Rwy 23L - Repositioned onto the FAC, configure for the approach and fly the ILS. - Shortly after descending through 1,000 feet we had a number 2 engine failure - Execute Single Engine Missed Approach, which is the same as the published missed approach procedure. Conclusions: The RTS, RLE, and RAD were well paced with an appropriate amount of material to be covered. We were not rushed. The FCTIs, SimPs, and Check Airman were outstanding. Each event was about training and proficiency and was a good learning experience. |
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February 14, 2020 (RVA) Every previous review provides good information related to the new spots that were implemented on February 5th 2020. This review is aimed at the RVA simulator session now in use, February 2020. Spot 1. CA low visibility takeoff, KMCO ILS CAT 36R approach and landing. Every spot is completed at KMCO. This spot is straight forward and academic in nature as you will be asked when is a take off alternate is required ... reference ORH 8-OD. What is the lowest visibility that a FO may takeoff from ... reference OM Vol 1 2d-3. What is the lowest possible RVR that you may land singe engine CAT 3 if the runway supports it ... reference OD-10, and page 12 ... CAT 3 single with a 50 foot RA DA 300RVR if the runway supports it. Spot 2. FO low visibility RTO, low visibility TO, KMCO RNAV GPS 36L approach, landing. Again review low visibility information above. The RTO occurs just after Flex power is set thus prompting a quick response from the CA. Use differential braking assertively and steer ahead of aircraft yaw tendencies to remain on runway. Stop the airplane, stop the passengers, stop the problem. In this spot the flight attendants do not start an evacuation. Spot 3. FO engine failure second segment climb, single engine pattern, go-around/missed approach, KMCO Cat 1 ILS 36R, landing. Straight forward event reference OM Vol 1 2d-17, and 2g.4. The approach is hand-flown. FO's remember plenty of rudder to counter yawing on the go around when singe engine and acceleration altitude is field elevation plus 1,000 - this is important at a high altitude airport like Mexico city. Spot 4. CA takeoff with gusts, hydraulic failure, KMCO LOC 36R approach, go around /missed approach, landing. The takeoff with gusts is not a factor. The hydraulic failure presented was HYD Y LO LVL associated in accordance with HYD Y ENG 2 PUMP LO PR. This is followed up with the ECAM, as well as the QRH page 77, and landing application assessment as directed by ECAM. View the inoperative systems presented on the status page for when you are asked what are you going to do after landing ... will you be able to taxi ... ? The approach is a Non-Managed Non-ILS approach ... reference QRC 18-OD and note that the LOC 36R has UVEKE after the FAF JAKOR. Go around straight forward. Spot 5. CA engine failure at V1, single engine KMCO CAT 1 ILS 36R landing. Straight forward and hand flown as in spot 3. |
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February 13, 2020 (R9) All excellent presentations.
Great instruction, outstanding simulator instructors and check airmen
will make you proud. BIAS
training: Dangerfield would call
it a tough crowd. I liked it.
Great instructor.
However, my ck airman and all the ground instructors were running out of air
talking so fast, and honestly they could have spoke all day.
Given the choice, I would choose ck airmen and ground instructors
10/10 times. Are we here to be
the best pilots in the world or armchair psychologists?
I would prefer to be paid to come in to my base after having my trip
covered and do my bias training then and there.
Shame on HR, lawyers, and social media trolls for taking away
valuable time in order to make us better pilots.
Bring food and plan on talking with your mouth full, since there is
not time enough to eat. RTS 1. SE Taxi from the gate.
Need 5+ mins so FO can
stay out of red plus 5 min warmup. 2. Need TO ALT.
Return to shoot a CAT II ILS 13L.
Call outs important, 100 Above, Continuing (and Looking). Minimums,
GA-TOGA or Landing. Take time.
FO needs to stay inside. 3. Vent Extract Fan. Ecam directs you to go to
override. Ecam cleared itself.
Simple. Described as a
computer problem. Still checked for followup and ECAM Supp Manual, but
debatedly not necessary.
Fly VOR app. At 250':
A/P-OFF, F/D-OFF, FPV-ON, or give me the BIRD.
Use VASI to get one bar white, FPV provides backup.
Stiff Crosswind. Break 4. Beware: when speed bug jumps to 250. Do not nibble
by going to speed select first.
AT GREEN DOT: Remember right to left: Open Climb, Speed Sel GREEN DOT, MCT
5."Put it on the shelf," you can let go of stick if you are nervous, step on
the BETA, trim rudder. A/P-on. Then TOGA, MAYDAY MAYDAY MAYDAY (versus "I'm
declaring an emergency"), request straight out--though not applicable
here/fly EO 10-7. 6. Abnormal as described earlier.
CONFIRM ITEM. Advisory
evolves into IDG disc. Push
disconnect until the fault light out BUT NO LONGER THAN 3 SECS.
Lights blinked in sim during disc and that's when I released 7.
when it's time to go around:
Do the go around procedure (NO HURRY)and then pull A/S and select 155
(165 MAX-10kts buffer). Once on
the missed, speed select 210 until TIHWO. As I understand it, speed is
restricted to 165 KIAS from PALVE TO MAP, which is just prior to JONAT.
Then 210 KIAS until TIHWO. RLE 15-2 KBOS-KDCA: Expecting 22R or L from ATIS, but assigned
15R after start of taxi. Was
feeling my oats when I almost taxied past the ILS HOLD LINE on B just north
of Z. If in doubt don't.
Red signs need to be interpreted before crossing.
FO TAKEOFF, AIR PACK OVHT during cruise necessitating single pack
operation. Went to MEL 21-39C
and opted to level off at 310, since we were filed at FL330.
This non normal says when Pack cools try reset.
Mine never cooled, so about 40 nm prior to desc arrow on arrival we
cleared ECAM on what looked like an unfinished ECAM. This is when it begins
to get busy. RV to River Visual
19. Because of a rival carrier
who refused to exceed 120 KIAS
we got our go around right after we lined up on 19.
Tower instructions came fast with a low altitude like 2300 for GA alt
plus 230 heading, potentially screwing up the choreography of the GA.
Expect vectors for VISUAL APP.
Vis app brief is quicker than an ifr or night ILS brief.
PF opted to let PM do the brief.
Do not brief the whole thing, since it is only a visual app.
It will take you out of the green and PF too. FULL FLAPS and MED
autobrakes. Land app was done,
but not necessary. Use the
Autobrakes to stop aircraft in the sim.
Smoothe. RAD 1.THIS IS A QUICK ACTION ITEM.
Get vectors for slow climb while diagnosing.
USE FPV-THE BIRD and keep the horizon in the middle.
Capts and FO were frozen, stby ok.
We had the push button model (QA-15).
P/b located on Forward panel. Fly in the green. 2. As described earlier.
We used the FPV and -3.0 degrees down.Night VFR at 7000' cleared for
visual 26L, then managed the descent.
The ILS G/S is OTS. DON'T GO DIRECT THE MARKER 4. FO Takeoff.
I think what was bestowed upon us was a NO 2 deployed reverser.
We started going to the right of the centerline.
Reject, my aircraft. Used
Full Reverse wheel brakes and full forward side stick to keep on rwy.
Rudder control is dead, as is the RTO function.
Manual Braking. This is
the captain, remain seated X3.
We had a jumper. When doors
open, kill engines immediately so as to avoid ingestion.
THEN "EVACUATION CHECKLIST" 5. We
were in a rapid descent heading ENE towards the mountain to the left of the
transition from SLM to join the LOC 23L MMMX.
We were Config 1 using speed brakes to expedite descent.
We waited for the warning after the caution.
Remember do not alter gear/flap config, but Speed brakes-retract.
Good demo of threat potential. 6. Fly this with A/P-on, on the approach. Tower directs GA, eng failure on GA. A/P remains engaged. Whats a good Eng Out Accelerate altitude? We came up with 9500-10000' via MIN RADAR ALT Chart. Stay coupled and fly published missed approach. You're done. Now back to airport to wait for your delayed flight. Good food though at airport. |
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February 13, 2020 (R9) Previous posts are excellent. Here are some additional items to consider. Day 1 sim: Spot 2 First Look. It's only labeled as first look in the instructors syllabus. Instructor can't talk about it. But you can ask questions. Spot 3 At minimums Autopilot off flight directors off. (FD will take you to the VOR), visual maneuver as previously briefed. Spot 4 Engine failure Was at V1. #2 engine failed for us. Trim trim trim (8-10 seconds) autopilot on. Hand flown single engine ILS. Configure early, this will make the transition to hand flying much smoother (since it is a sim all inputs are exaggerated). At or just after glide slope intercept have PM give you 5 UNITS of rudder trim for a smooth approach. Spot 6/7 RNAV RNP autopilot on. Same mins for cat C and D, the fastest you can go during missed approach is 165kts till the MAP (JONAT). On the go around Select or have PM select 165kts or less Quickly after GA is initiated. GA was initiated just below 1000. (Aviate Navigate then Communicate) This is what happened: PM is talking to ATC for the GA. PF initiates the GA ...TOGA then back to climb (not wanting the aircraft to go crazy while waiting on the PM to come back into the loop for the GA to say the call out responses and because standard procedure is a soft GA). PM doesn't realize TOGA was set then climb. PF flying calls Climb, PM says TOGA, PF says yes already done... And now you are out of sequence and you mix up flaps and gear call outs. Take always: Slow down to three quarter time or less. You are climbing, no immediate danger. We trapped the errors and made a successful GA. After MAP per the procedure 210kts till TIHWO. SIM 2 Part 1 R9 (Graded, pass/fail) Our scenario was the 15-1 BOS-DCA. BOS look at company pages, call clearance before push. Taxing out the weather was below 800/2, brief holding short at ILS hold bars. Also due to weather, if we had to return we would be over weight. Called dispatch to get a takeoff alternate, given JFK. Runway change on taxi out. If you had already done the Before takeoff checklist (brief the changes before doing the checklist) you now have to do it again. We got the ENG BLEED LEAK as we were descending thru 18000. Simple ECAM, don't make it more difficult. Same as previous poster, avoid icing conditions. We asked ATC of any known icing, there was none. This flight scenario was labeled as ILS to DCA RWY 1. The weather/ATIS in DCA was always the river visual to RWY 19 and that's what we did to a landing. Since it's a visual approach procedure we set the minimums at 263, because you can keep the autopilot on till 250 agl and the TDZ elevation is 13'. Keep the autopilot on till minimums. Also, since it's a visual you have to determine the missed approach altitude, we chose 3000 because the MSA is 2600. SIM 2 Part 2 (Training only) Spot 1 CA airspeed failed first. Called out low speed, FO speed was normal. Then FO airspeed froze (became an altimeter) so FO's airspeed is over speeding, use EMER CANCEL. Autopilot, FD,s and Autothrust disengaged around 10,000. You are flying the Cowboy departure that has a nice big left turn as all of this is happening. Note: at the beginning of departure I said to myself... Self, when this happens make sure to continue flying to departure too. Ha, well you know what happened... I realized we were off course advised the PM to declare an emergency. PM declared Pan-pan Pan-pan Pan-pan for unreliable airspeed and we received a heading and block altitude. To get rid of the autothrust not engaged chime, take the thrust lever out of climb and back. 5 degrees pitch up, since we were above 10000. We were climbing thru 14000, before we got to the Quick action item checklist with the pitch and thrust for initial level off. Pitch was about 4 degrees and thrust was 62%. Spot 2 visual LAS 26L. Used the LOC, vertical speed and adjusted VS as needed to keep the magenta donut centered on the descent profile all the way to 500. Autopilot off visual landing. No gotchas for us with altitudes. Spot 3 Use trim wheel during approach. Pitch down a lot and slowly (not too slow) add power. No where does the maneuver say to use FPV, but we used it and it helped. This is at night so any guidance you have is a good option to consider. PM call out radar altimeter altitude and descent rate. First one we got a secondary stall warning, second one we got a sink rate. (Take away: first one didn't keep pitch down long enough, second one kept it too long) Everyone lived to fly another day! Spot 6. MMMX This approach will end in a go around and soon after an engine failure. Keep the autopilot on, makes this much easier. We didn't because we were high, so configure early And engage the approach mode. Probably a sim-ism (Sim #3 CLT) once we were established in the holding pattern and gave the entering holding call to ATC the airplane reverted to heading and we went past the holding pattern footprint. Not a big deal, as we aren't being graded on this, but good to know and remember someone always needs to be flying the aircraft. Made the necessary corrections and were able to re-engage NAV and continue the hold. Good luck out there kiddies, and have a very fruitful day. |
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February 8, 2020 I just completed my R9 under the new scenarios. The comments you just posted dated Feb 6 are spot on. Just a few comments. Ground school. Very good this year. Systems overview well done and interesting. The Human Factors lesson was excellent - stuff we should have been getting all along. It detailed incidents and lessons learned along with an excellent lesson on Turbulence. This class should be 3 times as long as it is, and, AND, if they cut the "bias" class, they should be able to do this. The bias class is flawed. Most of us, me included, has moved away from the '90s, I mean the 1890's and have embraced the MeToo era and the new PC. We all try to treat others as we would like to be treated, and we apply the manners that our grandmothers and mothers taught us. Most of us have daughters too. This class is okay, but I think the time could be better used. All of my corporate friends who have real jobs are doing classes and training like this also. Must have been a popular class in HR school. Help me with my iPad, WSI, international procedures, and lessons learned. Use my time to the maximum benefit. Day 1 in the sim. As advertised. Not as "action packed" as in the past. There is time to get everything done and it is not rushed. The synopsis from Feb 6, I have one disagreement. On a CAT 2 approach, it is still an autoland. You must see the runway environment at minimums to continue. The Captain is looking outside, the F/O or PM is looking inside. The PM must monitor the electronic approach and also verify the "flare" mode at 40 feet. The Captain is outside with the "continuing" and "landing" callouts and the F/O is inside. Runway/approach lights in sight right at minimums. Day 2 in the sim. We did the 15-2 BOS to DCA. Runway change on taxi out. We stopped and did everything then continued to the new runway. ECAM AIR pack overheat. River visual runway 19 in DCA with a go-around at 200 feet. Vectors around to ILS runway 1. You must load in all the engine out stuff for runway 1. We were a DCA based crew, so easy stuff we do every trip. If you are not VERY familiar with DCA, carefully review the company pages and all the "mandatory" stuff. When you load the SEC flight plan for the engine out FMS, always use KDCA/KDCA on the INIT page. Do NOT use KDCA/KIAD, or something else. (We all know with an engine out, we are headed to IAD or BWI) The RAD maneuvers were excellent training. Review the unreliable airspeed spot before going to the sim. Good training and not rushed. None of these maneuvers were rushed, again plenty of time. Go through and review all of the spots before hand. Well worth the time. Overall, unlike some past years, this year is allocated well with time to complete everything without rushing. My instructors were excellent and were well versed in running the sim, even with the new spots and scenarios. This takes a lot of the stress away from the instructors and the students as there is time to discuss, and train, and get everything done. |
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February 6, 2020 --- First day of new cycle for 2020 --- 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 an RLE, a ReaL time flight Experience for the first 2 hours of the 2nd sim period. The 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 training. R9 and R18 both do the same RADS (Recurrent ADvanced Sim) during the second two hours of the second sim. ============= Dead head and Hotels Check your training schedule and see that your 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 flows, FIX, QRC, and Soft G/A procedures. These are strongly used. Every ECAM chime must be responded with "MY AIRCRAFT" by PF. PM should have the QRC in hand promptly for every chime. Also when you perform an escape maneuver (stall recovery, windshear, Terrain, etc) you MUST say "my aircraft" everytime!! Know the TPS very well: how to apply weight, wind, and temp variations, and tailwind procedures. You should understand every section of the TPS, when you would need to refer to it, and how to find your most limiting weights given the circumstances (weight, temp, tail wind, etc). Know how to / when you will need to get TOGA speeds from the Perf chapter. Know where to look on TPS for when BUMP thrust is required. Know that BUMP must be used when called for, and that it must not be used when not called for. Globally assess every ECAM after reading it's title. Use your system pages and overhead panel to confirm the indicated ECAM failure is accurate and clearly understood. FIX strategy Review: Every chime of the master caution is a trigger for the following: PF: "My aircraft" PM: Read Ecam title; Globally assess to confirm validity PM: Pull out QRC to determine IA or EE (perform these if applicable) Capt: Determine PF PF: "ECAM Action", or "QRH Procedure" 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. 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. Let your partner fly the plane and radios in the pattern while you brief your approach. Call for DESCENT checklist after your brief – every time. 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. Ensure that PF's trigger to call "FLEX" or "TOGA" during take off is that you're actually reading it from the FMA after the levers are in the detent. This call is a confirmation that the airplane has the thrust set you entered into the FMC. In flight maneuvers are all memory items!! The high alt drift down procedure due to engine roll back, windshear escape, CFIT escape, stall warning recovery, loss of braking, etc. Both pilots must know the PM and PF procedures from memory! >>> SIM SESSION 1 (Both R9 and R18) (Captain's perspective) This is only a 3 hour sim session! So you will have lots of time, or get out early. All JFK air work. 1. (CREW) Single engine taxi This scenario runs a real time departure from the gate. WX is 200' and ½ mi vis. Pushback from JFK gate 41. Start engine 1 to single engine taxi to 22L at F for takeoff. Exit at TA, right on A. I asked ground if there would be a delay. There was no delay. So I started engine 2 while on A so there would be the full 5 min engine warm up time. 10 kt max taxi speed in 90 degree turns. 2. (CA) Low vis T/O, CAT II Autoland, G/A, Landing This scenario continues from your single engine taxi out above. After a normal takeoff you will be asked to return to land at JFK. WX is now CAT II. Set up box, brief blue pages, brief approach plate, call for Descent Checklist. You will do this twice. Once to a landing, and once to a go around. PM needs to be sharp to call environment in sight, or not, at mins. 3. (FO) T/O with gusts, ECAM: Vent Extract Fault in flight, VOR 31L landing with left Xwind and gusts There is a typo in the company description on this one: the vent fault occurs in FLT, not in CLT. lol This scenario is a snap back to 22L for a normal takeoff with strong gusty winds. ECAM: VENT EXTRACT FAULT during climb out. Do the FIX strategy. Return to land using the VOR 31L. Don't forget to brief the E/O G/A procedure for JFK 31 L/R. You can put JFK10 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. A 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. In the left turn to align with the runway centerline bring the nose around through the centerline to establish the left crab promptly. This approach tends to leave you low, so be ready to shallow your descent to avoid 4 red VASI. 1 white VASI in the last couple hundred feet is optimum. 4. (FO) Eng Failure between V1-V2, single engine hand flown CAT I ILS 31R Snap back to 22L for take off. Engine fails at Vr. Climb out, declare emergency with PAN PAN or MAYDAY, clean up, run ECAM, follow ups, brief CAT I ILS 31R, Descent checklist, hand fly it to a landing. 5. (CA) Eng Failure w/ fire during 2nd segment climb, hand flown single eng CAT I ILS 31R landing Snap back to 22L for take off. Engine fails with a fire at V2. Climb out, declare emergency with PAN PAN or MAYDAY, clean up, run ECAM (fire goes out), follow ups, brief CAT I ILS 31R, Descent checklist, hand fly it to a landing. 6. (CA) Gusty Xwind T/O, electrical non normal during climb, JFK RNAV(RNP) 13R, xwind landing Snap back to 22L for a normal take off. During climb out the ELEC system page will appear with a flashing ADV due to a quickly rising #1 IDG oil temp. A few moments later a ECAM will appear directing you to the #1 IDG oil temp over heat. The ECAM action will be to disconnect the IDG. This is a confirm item. Return to JFK for landing RNAV(RNP) 13R. 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). SEL 9 aircraft can fly RNP to .3. SEL 10 aircraft can fly RNP to .1 7. (FO) RNAV(RNP) 13R approach and G/A and landing. Same approach again for the FO, except there will be a go around issued to fly the published MAP. We were issued the go around around 800'. So that dictates TOGA, Toga set, Climb, climb set, go around flaps, flaps X, positive rate, gear up…etc If you get it above 1000' then it's pilot discretion as to how you want to handle it. Personally I prefer standardization, so I use the above procedure bec it keeps the missed approach procedure intact in the FMS and it restrings the approach for another attempt. If you choose not to touch TOGA then the missed approach procedure may drop out at the missed approach point. Yikes. And then the FMS is empty, so to enter a new approach you will need to first enter a new destination (your current destination) by selecting a left MCDU key. Then you can reselect an approach and set it up. 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. This will cause the aircraft to abandon the assigned heading you just entered. Just watch the FMA closely. >>> SIM SESSION 2 (part 1: R9 only) (Captain's perspective). I flew scenario 4. There are 6 to choose from. I have not seen the other 5, but this one was extremely easy. DCA-BOS, night departure from runway 1. Read the company pages labeled "required briefing". Note the three times you are required to ensure NAV on the FMA. Set up AA01 and PLVIA (formerly known at WTHSE). Trivia: PLVIA translates into P56A, as LVI is 56 in roman numerals. Cute one. This is a real time flight from the beginning. External electric was connected. Not the first flight of the day. No icing conditions. Lots to brief. 1 minor CDL for a missing static wick. So break that page out to read and share. Normal pushback, taxi, takeoff, climb. At cruise we had an ECAM: AIR ENG 1 BLEED LEAK. It's just an advisory. There is nothing to do except avoid icing conditions as the WING A/I is now inop. We were clear of clouds on top of an overcast layer at cruise. BOS was 800/3 at 12C. So I called ATC to ask for any reports of icing in the descent. There were none. We called dispatch on 129.85 (the New England area direct to dispatch airborne freq) and asked if there were any reports of icing. He reported no forecast icing. So we continued to BOS. Uneventful landing. >>> SIM SESSION 2 (part 2: Both R9 and R18) (Captain's perspective). All LAS and one MMMX 1. (FO) Unreliable airspeed. Depart 26L LAS night VFR. Climbing out on Cowboy departure around 11,000' the CA and F/O airspeed indicators will give false indications. "My aircraft". PM QRC immediate action item. Set CLB and 5 degree pitch. Call ATC with a mayday. We requested a vector for our slow climb while we worked the problem. We fiddled with it for a short time to find pitch and power for straight and level. The standby system was available, BUT it came down to proving it was valid data. Doing a quick 500' climb the frozen pitot systems indicate an increase in airspeed. A working pitot system shows a decrease in airspeed (no change to power). Used transfer switches. The overspeed falsely sounded, which can only be silenced using the EMER CX. Eventually he froze the sim and we had a teaching session. There are three scenarios discussed: check out QRH page 14-QA. There are 3 aircraft versions that you might be flying which send you to one of 3 pages: QA-15, 19, or 29. The sim does a good job of giving a demo for each. 2. (FO) KLAS 26L night visual approach Night VFR at 7000' cleared for visual 26L. The ILS G/S is OTS. If you choose to use the LOC do not go direct to RELIN and descend to 3800'! You cannot use any of the altitudes on the LOC until you are established inbound, so you need to intercept the LOC outside a fix that is relevant to your current altitude. You are at 7000, so intercept just outside LARRE and you will be good. Another option is to use the VOR 26 L/R (Jepp page 13-1). Scroll to the top of the approaches tab to find this one. You can proceed direct to IRISH and take it from there. Either option gives you a course with usable altitudes for a descent. 3. (CA and FO) Impending stall recovery visual 26L Visual ILS 26L. Hand flown in alternate law. Gear down, now in direct law (use trim wheel if needed). At 1500' close the thrust levers to idle (auto thrust off). Maintain G/S with pitch only. At first indication of a stall lower nose (reduce AOA), slowly add power. Do not call TOGA yet! You need to be able to modulate the power as needed to prevent a secondary stall. Once above VLS then set and call TOGA and go around. 4. (FO – but really this is BOTH, imo) Low Speed Rejected Takeoff and Evacuation The low speed RTO can take you off centerline promptly. This is an F/O take off. The engine fails rather soon after FLEX SET is called. Captain "Reject. My aircraft". Close the thrust levers immediately. I used differential braking to maintain centerline. Reverse is not really practical since ground speed is so low. If you don't think ahead on this one you will depart the centerline and likely be in the grass. After the reject, assuming you didn't crash, set the brakes then immediately make the PA "this is the capt, remain seated...". Shortly after that announcement you will know the F/A's have initiated an evacuation because of the evac siren. Use the evac horn silencer button! Then run the evac checklist as a read and do. 5. (BOTH) EGPWS Recovery "Terrain, Pull Up!". TOGA, full aft sidestick. Don't overshoot the pitch. Use a smooth and solid aft movement. You will be in a flight idle descent so the engine spool up takes forever. 6. (EITHER) MMMX ILS DME 1 RWY 23L Note on this plate that SLM appears in two locations, but it is the same VOR. Jepp didn't have room to draw it to scale. So the missed approach fix is the same SLM VOR as the initial approach fix. Discuss the engine out go around procedure (fly published MAP). You will begin inbound on the SLM approach transition at 12000' just inside SLM. Cleared for the ILS, select APPR and both A/P. If the constraint altitudes are presented correctly you can select 8700', and press for a managed descent. It all links together to intercept and fly the ILS nicely. I suggest flaps 2 and gear down promptly as the plane will easily get high and end up above the glide slope after intercepting the LOC. The wx was not bad. Maybe 800' and 3? I kicked the A/P off at 200' to land. A go around was issued around 100-150'. The engine will fail at gear up on the go around. I recommend getting the a/p on very soon, or you will have more work at gear up. PM should call out 1000' AFL for the accel alt. Note that this is not 1000' AGL! Continue standard clean up letting the autopilot fly the route. Due to the high altitude the climb perf is poor, so just be patient. It worked just fine for us. |
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Past scenarios from previous cycle for review only ... |
| PAST SCENARIOS FROM PREVIOUS CYCLE FOR REVIEW ONLY ... |
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February 1, 2020 (R18) Entire training was professional and followed the script to a T. See write-ups for MAY 17, 2019 (R18) and DEC 3, 2019 (R9) that were SPOT ON! Day 1: Joint Crew Training. We trained with FA class. Reviewed distress calls. FA knew emergency call button was de-activated during t/o and landings. If FA issues PIDR to pax, CERS report is required! - RGS: review - Bias Training. Not bad. Funny. Candy Day 2: **** SIM 8 **** New "320" NX The instructors were still getting used to new sim. There is actually no 320NX (only 321NX) so performance numbers appear to be off. Training department will have to resolve. For emergencies on Landing APP we used "321 LEAP 1A" For a R18 it really didn’t matter. For a R9 familiarize yourself with CPCDL use. Performance numbers for LOE might be affected. Training still working out the kinks ... - Spot 1: Set FPV with the FD for guidance on VOR/LOC. - Spot 2: 1nm fix gouge was helpful. - Spot 3: PULL SPEED. We did. It worked. I forgot standard "Holding" Calls to ATC…. - Spot 4: as advertised - Spot 5: ENG 2 FAIL on takeoff. I stayed in FLEX. It took a long time to get flaps up to green dot. I could have selected TOGA after A/P so long as it is prior to level off to stay out of GA mode. - Spot 6: ENG 2 FAIL: as advertised - Spot 7: Took longer to set up scenario than to execute! NOTE: We were told the more the PF/PM communicate, the better the grade! They want to see mutual cooperation to "protect" each other. Day 3: RVA/RAD Briefed a lot on TPS. RVA and RAD were as advertised. RAD mostly demo/experience maneuvers. |
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December 3, 2019 (R9) I can sum all this blather up as "know your flows, triggers, and callouts; my R9 profile was RLE 15-5 DCA-BOS with an FCU1 failure where I did not declare an emergency nor inform the FAs, Go Around at BOS from the Light Visual (RNV-F) RWY 33L approach". If you feel compelled to know more, pour yourself an adult beverage and read on… Just finished my first R9 as a CA in CLT. Everyone in the process was professional and wants you to succeed. Because of the relatively quick turn times between days, this is a 'come as you are' party, so if you are a 'just in time assembly' sort of person that preps the night before for each day, you may feel a little jammed. To prep for R9, I started about six weeks out reviewing the material. Practically everything is provided online to study (aapilots.com->Training &Quals->Training Home->Recurrent…->A319). Recommend the following (may be overkill but hey, anything worth doing is worth overdoing, like this incredibly long 'trip report'): -A32F Pilot Training Guide-Simulator (make it a 'top 5' favorite in Comply365 so it shows up on your Home page; you'll need the embedded flight docs in the sim) -A320 ECAM Trainer -A320 RGS Briefings (exactly as you'll see in class) -L3 ETHOS Systems Training (I redid the modules on the iPad for Flight Controls, Hydraulics, Landing Gear and Brakes; yes it takes time, but you'll be the smartest guy in the classroom, and it all ties directly to all the malfunctions you'll get in the sims) -A320 Simulator Briefings for Mar 2019 (link contains all the nearly-exact briefings you'll see-RTS, R9, Systems Validation + Walk around Brief) -A320 Walk Around (with notes). Same as SPV + Walk Around slides, but has the answers -A320 Crewcasts. These are found in the Comply365 app under Collections->A32F->Fleet Training A32F->A32F Crewcast. These are monthly podcasts put out by the check airman, where they briefly discuss pertinent topics. It's 'straight from the horse's mouth', and worth listening to.; 3-5 minutes a piece. -SumTotal Modules for Evacuation, Extended Envelope training, Performance Part 1 & 2 -*Airbusdriver.net*-Absolute best source for AB related gouge. The "A320 Line Pilot CQ Scenario Comments" link is the best gouge for what guys are actually getting in the sim. -APA Gouge. APA Homepage->Quick Links->The Line Forums->Fleet Forums->320 Fleet Forums Make sure you know your limitations, the one memory item, your triggers, flows and callouts, and you'll have the 90% solution. Lastly, I am an index card kind of guy, so I just write something down on one when it occurs to me, and look up the answer when I have time; as I learn them, I just reduce the stack to the ones I'm weak on. RGS -Joint Crew Training. Good review. No flight attendants on hand, so two pilots asked to role play. We were "fired" shortly thereafter for asking the instructor to turn the heat up and how long the class was going to be. -Systems Training. If you take the time to review the systems classes in ETHOS and RGS Briefings on aapilots.com, you will feel way smarter in class. I'm as dumb as they come, but by prepping ahead of time, the class went from a boring lecture to a helpful review. The presented info also ties directly into what happens in the sims. -RHF. Most interesting class of the day. New human factors presentation, and some interactive stuff with your iPad. -Bias training (Day one). Yeah. 90 minutes of your life you'll never get back. -FMB (Day 2). Best thing I got out of FMB was the FOM's Home button, and how it is on every page and gets you back to an orderly flow looking for whatever it is your looking for in the FOM. Also, make sure your Comply365 is updated (one of the A330 guys was still working off of FM Part 1, which has been defunct for a while). RTS CKA was professional and wanted me to succeed. I had a seat filler, so a little different profile: CA flew both the VOR and LOC, and did captain's bounced landing on LOC. We were in Sim #4 both days (enhanced A/C, IAEs). General notes: -Aviate, Navigate, Communicate. i.e., no calls to ATC below 400' during an emergency (to the detriment of flying and navigating, that is). -If a mouse farts somewhere in the sim building, for all that is good and holy, someone say "My Aircraft". Also, when you clear status page, say "ECAM actions complete". NOTE: Although you are given a choice now when you get to the Status Page whether to continue on the Status Page or go to the QRH for follow ups, everyone in the process recommended to continue with the Status Page, go "ECAM actions complete", THEN go elsewhere (QRH, etc.). -SEL 10 = RNP of .1. I know this is printed on the release, but for some reason they seem to want you to know this by heart. -Weather is 800/3 all the way up to the sim break, so not really an issue. -Apparently, you can't bring a water bottle into the sim. They did not like looking over at me as I slurped on my 16.9 ounce Dasani. SPOT 1 -LGCIU1 FAULT + KJFK VOR 31L (plate 23-5). Give the gusty winds for TO & Landing some respect-they are there for SPOTs 1-4, so even the TOs are a little sporty. With LGCIU1 failure, you will lose the gear green lights next to the gear handle, but still have half of the ones on the SD. ANY gear down green indication is valid for a positive gear down on that strut. During the approach briefing, learned a new jingle: "Boxes, Blue Pages, Briefing" for what order to brief a VOR (if you do the blue page high points ahead of the approach plate, it's smoother). Remember to brief the Missed Approach (plate 20-7E-3), and to set it up in the SEC FLT PLN (the turn point "JFK10" is actually in the FMS database; I was told the company wants us to fly this, so don't coordinate for something different like 'straight out'. NOTE: FMS Engine Failure Procedure is on OD-19 in the QRH). The VOR itself has a few built-in challenges: you'll have an overshooting wind, angled final, displaced threshold (you can find actual usable length on plate 20-9A in the Threshold column, the only column that really matters to us anymore), no PAPIs (for sim 4 anyway), V/DEV brick disappears somewhere in there (below 500'?). When you are ready to click off the AP, go FDs-OFF, FPV-ON, and place the top of the bird's tail on the PFD horizon line (and monitor the runway, of course, this is just a TLAR WAG). For the VOR itself, another jingle for callouts is "2 ½ to talk, 5 to walk" ref. course deviations. Also learned this about the auto callouts in the AB: on a Basic A/C, there are no auto callouts for BARO inputs (will do CAT III callouts, even in a Basic A/C). Enhanced A/C should do them all, but be ready to do them as PM (you'll break out at 800' so really NA). SPOT 2 -FO KJFK LOC 22L (plate 21-4). Since unpaired, I flew this approach vs. the FO flying (given the option to do either; told in advance it would be my 'bounced landing'). Used the FIX INFO page to build a 1NM radius ring around the FAF ZALPO; this served as a memory jogger to 1) on the short side of the FAF, be down by 1NM to give the ALT* asterisk time to go away (you don't want to set the MA ALT until this occurs), 2) on the short side set the FPV to minus 3.0 degrees, and 3) on the far side set the MA ALT. I used the FPV early, and descended from ROSLY (3K) to ZALPO (1.8K), with a 4.5 degree down descent angle, and made sure the level off arrow was depicted far enough back from ZALPO to get level (ref. ALT*). (3 degrees ≈ 700-800fpm, 6 degrees≈1400-1600fpm). The 'bird' gives you a line in the sky vs. a rate (ref. V/S) so it helps negate a tailwind. NOTE: If MA ALT is less than FAF ALT, you must wait to set it until below that altitude inbound (not a player on this approach). NOTE: Since there is no 'dive and drive' anymore at AAL, the MAP timing block/DME for MAP are now n/a. NOTE: When I put in the approach, I did the NO STAR method, and cleared from the top leaving the PPOS; this disallowed the altitude at ROSLY of 3K from showing up. Instructor had me, as a demo, re-enter the approach, this time doing a radial in to ROSLY, which gave me the 3K restriction. You could also just enter the 3K, but he wanted to show it to me STS. Did full TOGA go around on bounced landing. NOTE: AIM defines a high bounce as 5 feet. Personally, if I feel like I need to increase pitch to fix the landing after a bounce, I am going around. NOTE: Flew all approaches "Flaps 3, medium autobrakes", unless stated otherwise. SPOT 3 -FO KJFK RNAV (RNP) 13L (plate 22-0-1). On this SPOT, the FO took off, and we were immediately told not to exceed 190 knots for traffic ahead. We slowed and leveled, still at flaps 1. Told to slow further to 170 knots; FO called for "flaps 2", where we got the "F/CTL SLATS LOCKED" and "F/CTL WTB ON" memos. Remember to say "My Aircraft". Drill is, after determining not a Quick Action or ECAM Exception, assign FO to fly, and CA gets to work the problem. When you get to the QRH, there is a follow up item for F/CTL SLATS LOCKED on pg. 59. Step 2 is "Flaps lever position for landing…Determine"; this is determined from the STATUS page on the lower ECAM, which tells you to "use flaps 3 for landing" (also, later on in the Land App, once you select the correct failure, it will only let you select flaps 3). Starting at step 3, there is a bunch of doodah about milking the flaps down using Vfe next -5 kts; at 170 knots, with only one flap setting to go to get to landing configuration of flaps 3, we were a good 20 knots below Vfe next speed, so no problem. Make sure you also brief the "Go Around with Slats or Flaps Jammed" procedure on pg. 60, which will tell you to use 'MAX SPEED-10 kts on the go'; MAX SPEED is determined from the table on pg. 61 for your condition, ours being "Slats 0 <S 1, Flaps 2 <F 3", giving 185 knots max speed). Since this approach is an RNP, and includes an RF leg, we discussed being at our selected speed of 148 knots from FAF to MAP; this speed made us a CAT D (Cat speeds in blue pages OD-9), which in turn made us good to 165 knots, so if we went around prior to the MAP, we could go to 165, and after, we could go to 175 (185 from the pg. 61 Table, minus 10 knots for MAX-10 speed). We were given a go around as we rolled out for the proverbial 'bus load of nuns on the runway', and set SELECTED speed of 175 knots on the go (NOTE: selecting TOGA on GA puts you back into managed speed, and you have to reach up and pull the knob for selected speed-I think the ECAM may even remind you of this?). Did a soft go around. NOTE: Step 4 (pg. 60) says "autopilot may be used down to 500 ft AGL", so after 500 ft make sure you have it off. Also, it recommends using selected speed on the approach (this eliminates groundspeed mini, which could possibly cause a flap overspeed). NOTE: You cannot proceed direct to the FAF (FAP), or any point after the FAF on an RNAV (RNP). NOTE: Step 6 (QRH pg. 59) refers to Fuel Penalty Factors (FPFs). As a rough estimate, FPFs come out to: Slats-60%, Flaps-80%, and both Slats and Flaps-100%. NOTE: For Go around, you will have to 'build a barrier' to NOT raise flaps. We discussed it in the brief, and said the PF would call "GO Around-Flaps", and the PM response would be "Flaps-Maintain, Positive Rate" (not spelled out but as written on pg. 60 8.a.(1). Make sure you select the correct Failure in the Land App; ours was SLAT/FLAP -> "FLAPS=3 1 S 3". Also, for the purposes of the Land App, VLS=Vref. SPOT 4 -CA RNAV KJFK (RNP) 13L (plate 22-0-1). Put me just outside the FAF and let me shoot to a full stop. Uneventful. SPOT 5 -CA V1 Cut, SE KJFK CAT I ILS 31R (plate 21-7). Straight forward, except as noted. NOTE: there is an EO page (plate 20-7E-1) that you can set up on the SEC FLT PLAN. Had ENG 2 Fail just above V1; said 'My Aircraft', and seat filler responded "positive rate" instead of "Rotate". It was like dropping a monkey wrench into a woodchipper for a few seconds as that threw the cadence way off. I rotated at about Vr + 20 by choice, and asked for runway heading on this one. As PM, I like to throw out things like "your engine out altitude is 1020" and "you're coming up on 1020"; got none of that, and was a debrief item. At level off, accidentally pulled Speed first ahead of altitude; this brings the thrust back; you want to pull Alt first; this brings the magenta speed bug from 250 back to green dot, and keeps the thrust in, and when you pull the speed the speed bug goes blue and thrust stays in. They now want you to fly the ILS intercept portion by hand. I was not expecting this so far out, and on reposition reset to dog leg, flaps one, was told to disconnect AP (used to getting this all trimmed up and configured, 'fat, dumb and happy'). The FO had been flying up to this point while I set up and briefed the approach, and he was trolling around in flaps 1 near VLS. I said "my aircraft" and called for "gear down", followed shortly by "flaps 3". There was a moment of confusion as we realized together we had never gone flaps 2. As I called for flaps 3, I also selected managed speed; big problem was going managed speed to slow down while flaps 1, but instead of slowing down plane began accelerating to S speed; pulled selected speed until we got to flaps 2. This, added to the early hand flying of the jet, and it took somewhere south of the FAF to get settled back down. Uneventful thereafter. Takeaway is "it takes two to tango", and went back to adding flight/aircraft conditions to our change of aircraft control verbiage! NOTE: We had engine 2 failure; after landing, sitting on the RWY with the parking brake on, had the amber NWS message. This is because we had split masters with the parking brake on, which disables the PTU. With the PTU disabled, the green system cannot pressurize the yellow system (NWS is on the yellow system). When you release the parking brake, the PTO will power the yellow hydraulic system, and you recover NWS and can taxi. SPOT 6 -FO Engine Failure with Fire (2nd Segment). Seat filler did takeoff, but at start of emergency, I was instructed to take the A/C so we could swap roles during the emergency. Once we got thru running the ECAMs and the "confirmed" drill, SPOT over. SPOT 7 -Loss of Engine Thrust/SE Driftdown + Upset Recovery. We were feet wet heading north, abeam JFK at 37K, and the right engine spooled back. They expect you to know the driftdown procedure from memory (QRH pg. 1). I also have mine tabbed, because after you do the memory items, the PM will go to the QRH. I was amazed at how long it took to slow down. Once you start down, get the memory items done, do the QRH follow-up, run the ECAM, you are still way high: you need to get the A/THR back on so the plane will descend at idle, or you will continue to descend at green dot with a high power setting (QRH actually says get A/THR on at level off (step 5.b.), nothing stops you from doing it earlier). We ended that one once we got the A/THR back on. Upset Recoveries were done at 5K. You will gain and lose around 2K per recovery. There is no more 'close your eyes'; they want you to see it coming and I guess think about it (takes 40 seconds or so for the sim to think about it as well). We did the nose up with 40 degrees nose high and wings level-Pitch is your primary recovery tool. In order, they are "pitch, thrust, trim, slice". Although you can't feel it, be 'G' cognizant (don't unnecessarily float the stew). Try to pace your pitch over to arrive level flight around VLS + 10 (technique only). On the nose down, we started 25 degrees nose down, 60 degrees left bank). On the nose down, bank angle is most important. I was told "those who roll out completely first, pull the least Gs". My FO called out the Gs during recovery. R9 My R9 was RLE 15-5 DCA-BOS. I had another seat filler, who basically told me 'I can't help you' (which I took to mean he couldn't lead me towards the scenario problems). My CKA was also being observed, so I felt like I was getting maximum supervision on my first R9 as a CA. The briefing was not as high threat as I thought it was going to be. I was mostly concerned about the TPS portion, especially not having an FO that could 'help' me. Most TPS questions are answered with "get a new TPS". Mostly this is done as a review (not many questions, and all TPS Qs were softballs). NOTE: Calm/variable winds can turn into a tailwind by the time you get out to the runway for takeoff, so my CKA recommended preemptively getting a max tailwind TPS while still at the gate (sim winds were direct cross). During the slide show, there were some RNAV slides, asking what approaches you can fly based on A/C you're in. In one situation, you are in an RNP.1 jet (you find this info on the release in the SEL section), and asked if you can fly the RNP approach (YES), and the RNAV (RNP) approach (again YES). Then you are in a RNP.3 jet; can you fly the RNP approach (YES), and the RNAV (RNP) approach (NO). Key to this exercise is "Approach Types" table on page OD-9 in the QRH blue pages. Also, in relation to the Class B Airspace Incursions slide, know about the Class B Airspace page found in Jepp under the REF tab, and that it now shows your present position just like the approach plates do (can use to ensure you don't descend below the Class B airspace when you are cleared visual). RLE We were profile RLE 15-5 DCA to BOS. I was glad to get this one, as it did not involve anti-ice procedures/ice shedding during taxi out (but if you need those out of BOS, they are in OM Vol I 2b.17.3 (pg. 180) "ENG ANTI ICE – Ensure ON or OFF" step 2). I thought there would be more about flows and triggers since they had changed since I last trained, but there was nothing more than "do your SHUTDOWN/etc flow"-I guess they observed. I had the flow guide in hand, as I had been told previously, everyone gets one freebie R9/18 to learn the new procedures. The releases are in the "A32F Pilot Training Guide Simulator" pub, so you can read ahead, however there are no surprises. We had a CDL for a Static Discharger (I took a screen shot of the CDL page and just mentioned it in the brief). The release already had a TO alternate of JFK, so no decision to make there. No issues with regards to the TPS, either. One crew coordination issue we did have was, at pushback, the seat filler said he felt "compelled to tell me I had not fast aligned the IRSs". I responded with, "you're telling me this NOW?!", then punched him in the arm and said "only kidding". I meant it half-jokingly, but it was quiet for a few moments in that simulator. This was after I was the last person in the sim and asked "have you done the origination flow yet?" to the answer "I haven't done anything at all-was waiting for you to tell me what you wanted me to do"(!). Point is, if you have a seat filler, it may take a cycle or two to determine the level of help you will get with omissions (he was a great guy, just did not expect that level of 'you do everything' on the LOFT portion; during the non-graded portion (RAD) he was a full up round, and saved me when I went brain dead at MMMX). It gave us something to laugh about in the debrief. We also had minor issues with ATIS (said DCA, but had BOS runways-a sim issue). Our route-by design-failed to load properly (more like the old days when it couldn't handle airways), so make sure you do your route verification (pg. 132 in OM Vol I)-simple fixes, just missing "BROSS J42 RBV" section. No route revision on the clearance. During the taxi out to RWY 01, we called for holding the checklist while crossing RWY 04; be precise where you are holding the checklist (what step), or just rerun the whole checklist. There's a lot going on for the setup to depart from DCA to the north, all explained fairly well on 10-7C-1 and 10-7C-2 (putting a 1NM ring around PLVIA [used to be WTHSE or something], verifying NAV three times, etc). Once we got rolling, departure was uneventful. Instead of getting a bunch of re-route drills, we got three 'directs' which just helped us shorten the sim some. Also, no TCAS exercise. The FO started to validate the arrival during the climb out, and I asked him to hold the validation until level off (I think it is SOP NOT to validate until at cruise, otherwise you risk dropping altitude constraints among other things). Our failure was "FCU1 Fail" at altitude. We got no ding or MC; I called "my aircraft", we worked the ECAM, and went all the way thru ECAM->STATUS->"ECAM Actions Complete"->QRH follow up->ECAM Non-Normal supplemental manual. One thing that was a little tricky about the ECAM was it drove you into the QRH for Computer Resets (pg. 114); make sure you go to the right set of procedures-they are broken down by 'Basic A/C' on pg.116, and 'Enhanced A/C' starts on pg. 132. This one is found on pg.135 under AUTO FLT FCU1(2) FAULT. It directs you to pull circuit breaker B05 (which we did) located on the overhead panel. Ours did not reset. FCU1 Fail was pretty much a non-event, but it is a short leg, and my strategy to buy time was to hold at a point on our route. I also verbalized that I was not going to tell the FAs about it nor declare any type of emergency. We sent an ARMS code to alert the company (A32F ARMS Codes under Autopilot, pg. 47, FCU xx FAULT (QRH reset No Help) 22105601). We flew the ROBUC 3 into BOS (10-2E); got vectored off once, I think just to see if we would ask for an altitude. We were given the Light Visual RWY 33L into BOS; had a discussion as to which one we would fly, as there are two of them (19-1 and 19-1-1). If you look on Ops Advisory Page 10-7B-1, it tells you to use the RNV-F for A32F aircraft (which is in the FMS). We used 269' for the bottom and where the AP needs to be off (250'AGL + 19' Apt Elev, plus any chance to use the number 69 do it). NOTE: be configured and on speed by LYHTT. We coordinated with the tower for straight out to 3K for our MA procedure (there is no published procedure). Full stop was uneventful. During taxi to the gate, were given gate 35, which is not modeled, so got zoomed to gate 12 or something. R9 portion over and we took a break. RAD Second half of sim was the RAD (it went a little quicker since I had a seat filler). Unless otherwise noted, all SPOTs were done in KLAS on RWY 26L/R. In brief: SPOT 1 Windshear/Microburst. This SPOT was definitely the low point of the sims for me. Windshear Alerts and responses for takeoff are in OM Vol I 2i.3.5 (pg. 449/2i-15); I had a screen shot of this up during the SPOT and still goobed it up. Takeoff is from RWY 26R; I got a windshear caution below V1; in my mind I was thinking 'advisory', pushed the thrust levers to TOGA and continued the takeoff. It was Mr. Toad's wild ride, but I somehow managed to takeoff and fly thru it, giving me the opportunity to do it again. During the reset, we think the windshear event continued to march down the runway, as this time when it said "monitor radar display", we rejected, but went from runway edge to runway edge trying to stop. Bottom line, if it talks to you during takeoff and you are below V1, reject. FO got "monitor radar display" on approach to RWY 26L, and called for a normal go around. I am thinking escape maneuver the whole way, so after a couple potatoes I said "your aircraft" (thought he forgot to say "my aircraft"). "My aircraft" callout is not required for a normal go around. SPOT 2 Upset Recovery/Slow Flight/Full Stall. CA Hand flew the Cowboy 8 SID out of KLAS. Recommend doing some hand flying in the jet prior to training. Just a couple of comments: During takeoff and transitioning to climb power, go 'climb' after FD pitches down/SRS goes away; technique for first constraint at ROPPR for 5.9-7K feet is reduce thrust to hold 250 knots at the 7K level off, then back to the 'climb' detent when past ROPPR. There is an A380 circling in your path, and we hit their jet wash to get into the Upset Recovery (formally known as unusual attitudes). Nothing dramatic, just right the aircraft and press on (was thinking TCAS all the way during setup, so read the SPOT descriptions-they are given in exact order). Repositioned to 38K for slow flight, stalls; you use the bird and do turns at VLS. Stall setup is 'out of normal law', 38K, idle, maintain level flight; full aft stick, wait for IP to say "recover"; lower nose, use full forward stick; with increasing trend A/S and past SW, gently ease stick back (too quick=secondary stall, and remember the SW red tape is dynamic ref. your g load); watch upper speed limit as well (if you bring in too much power, you may end up overspeeding the aircraft). After the event, you get to see a graph of how well you stayed in the structural envelope of the jet. It is helpful if the PM calls out Gs during the event, since you don't get any real G feedback in the sim. Stall recoveries were not nearly as violent as I heard they would be (the seat filler even did a full stop-to-stop rudder deflection as a demo; it put us in a dramatic barrel dive that would have ripped the wings off, but even that was not as violent as expected. BTW, rudder is NOT your friend during the stall recovery!). SPOT 3 Manually controlled Instrument Arrival and Upset Recovery. FO flew arrival, got upset and recovered (same A380's jet wash). Nothing overly dramatic. SPOT 4 Reject. FO performed the takeoff on RWY 26R. We got a #2 engine failure around 50ish knots. I called "reject, my aircraft", and initiated the reject. Applied a full boot of left rudder, which did about nothing; at 50 knots and an engine failure, you are going to need to 'steer' some with brakes (you have limited NWS with the rudders, and the rudder isn't effective until around 70 knots). In addition, the auto brakes are not going to work below 72 knots, so again you are going to need to manually brake (managed to stay on the runway but it was sporty). We came to a complete stop on the runway, and made the "remain seated" PA; however, from the door page realized they were evacuating in the cabin; immediately stopped all other actions and called for the "evacuation checklist", then immediately turned off both engine masters (prior to the actual step in the checklist) so we would not feed any more PAX into the engines (we have leeway to do this now). Remember as the FO to read the challenge AND response (i.e., "Parking brake-ON); we did not do this at first, and as the CA I reflexively grabbed my QRH to see my response (started doing it correctly about step 3, but just wasted time). Got questioned after the checklist about what we would do next, and what would we grab on the way out (he was looking for 'grab your hat'; this helps the PAX identify you in all the confusion as a crew member). NOTE: If you allowed autobrakes-MAX to bring the aircraft to a complete stop, the only way to release the brakes is to disarm the spoilers (stepping on the brake pedals will not do it). SPOT 5 MMMX ILS DME 1 RWY 05R. On this SPOT, you will cover a boatload of material in the brief (most of it is in the "High Threat-Mexico City" slideshow at aapilots.com->training home->A320->RGS briefings->High Threat-Mexico City. Also, the A320 Simulator Briefings->Recurrent-R9/R18 starting around slide 87). In the sim, there is no depressurization route exercise; you will be set up at 18K (so no flap speed/altitude worries) heading to MAVEK to start the approach which lets you know you are flying the ILS DME 2 RWY 05R (plate 11-2). You'll then be told to "intercept the 197 radial inbound to SMO", which tells you you're now on the ILS DME 1 RWY 05R (plate 11-1). SMO and MAVEK are geographically the same point. When you switch to the ILS DME 1, I think if you go NO STAR it will give you SMO inbound, but it may be you have to do an 'approach via' from SMO (I've had three wines so a little fuzzy at this point). Other techniques as offered by the FO (who flies this SPOT a lot): be MANAGED altitude at 9700' (8800' in the window) and 160 knots SELECTED, fully configured by D248H (approach NOT armed), then crossing the point set 1400 fpm V/S for the turn in; this will get you down to 8800' and below glidepath prior to PLAZA. Arm the approach rolling out on final and go managed speed. Inside the FAF, CKA asked us if we could accept RWY 05L; FO said, "we haven't done a landing assessment for 05L". I said we'd act like we had, and sidestepped over (basically "AP off, FDs off"). You'll probably get the same sidestep maneuver, so when you brief, just verbalize that you've done a landing assessment for both runways. Landing was uneventful. Re-blued for another 9 months. Have fun and good luck! |
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November 18, 2019 (R9) The RTS day was as advertised, VOR31L to JFK with main LGICU1 failure, so gear down indication being half triangles on lower ECAM. Approach comes in on an angle, so FD off/Bird on when visual and align works great, also, Special Engine Out Missed Approach needs to be addressed. LOC 22L, ends in bounced landing for FO, basically a Go Around on runway RNAV RNP 13L for FO, with a Slat failure on downwind, busy checklist, follow ups require autopilot off below 500 feet, and selected speed on approach, however the speed goes managed on missed approach, requires speed pull to not exceed speed limits and no flap configuration change requirement on Go Around can be confusing. RNAV RNP 13L for CA results in bounced landing recovery. Engine failures are straight forward, CA at V1 and FO after gear retraction Unusual attitudes are also straight forward R9, brief involves Systems Validation, power points are on AAPilots, exactly as you will see in brief, all questions and answers provided. We did 15-4, DCA to BOS, no icing conditions. We did not get runway change, departed on RWY 1. Review 10-7 and monitor 121.5 Route misloads, so good route verification required, drops a couple of waypoints and one airway. Normal flight until descent when Yaw Damper fails, we continued to BOS, 800/3 WX, ran checklists and landed. Land App can be confusing, Non Normal Direct Law is the malfunction, don’t forget to click CG > 25 box, CG was 28%, found on Fuel Prog page of MCDU. We did not declare PAN PAN, or brief Precautionary Landing to FA’s, we discussed but chose not to. Check Airman said if we had, we would have been cleared direct to ILS, which would have unloaded PF, since autopilot doesn't work and arrival has a lot of step downs. Only comment was if you don't declare emergency make sure you do inform ATC of navigational degradation. Slow to final speed, flaps 3 before gear extension since you will be in direct law after gear and this will reduce trim required . RAD was instructional in nature, showing some of the pitfalls in the Windshear warnings. Both FO and CA get a sudden hardover to 90 degrees, FO during LAS departure, and CA during arrival. Stalls are all instructional. The low speed RTO is a Vmcg demo, aircraft is heading for the grass rapidly, requires brakes to stay on runway, then FAs start uncommanded evacuation, even after "remain seated" PA MEX 5R is a great review for those who fly there and eye opening for those who don't. |
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November 1, 2019 (R9) All previous debriefs are accurate and current. Here are a few items that are missing from those R9 debriefs We flew LOFT 15-4 DCA-BOS The flight plan, clearance and uplink to box do NOT match. Cleared out of DCA on the DOCTR4 departure. The box does NOT load SWANN direct BROSS J42 to RBV. Check Airman said many people miss that on the route check. FO persisted in telling me we need to fix so we avoided the miss. So flight plan and clearance are correct but the box leaves out those segments. While descending on the ROBUC3 into Boston everything goes well until just before reaching the crossing restriction at FEXXX. Simulator held the profile until the last 900 feet where we were suddenly high. Had to go to speed brakes and roll speed up to 315 knots to get the nose down to make the cross. We were still 230 feet high at FEXXX. Check A said that is also programmed in and many pilots are busy briefing and miss monitoring the aircraft. We had FltContl yaw damers fail. You are now without Autopilots in Abnormal Law. ECAM says reset FAC1 and FAC2. did not fix the problem. Yellow Follow Up pages sends you to white page 114 regarding computer resets. I forgot to flip the page and actually find the AUTO FLT YAW DAMPER 1(2) procedure on white page 119. It says same thing as ECAM procedure but made myself look bad for not finding actual reset page. ECAM Status says perform non standard landing assessment. It also says you will be landing in Direct Law once gear down selected. Remember to select landing in Direct Law from the Failure menu. There is no Yaw Dampers inop selection. Also use the Vref speed provided by the landing app. It shows on the Audit page that the required 10 knot add is included in landing app calculation. We did two turns in self requested holding so we could work the problem. Did not advise flight attendants as minor issue. Did notify ATC that we had lost both autopilots. During maneuvers portion after the LOFT was completed we got two separate unannounced steep rolls simulating the beginning of an unusual attitude from wake turbulence. Either pilot "My Aircraft" and recover. Check Airman said the FAA now requiring that. Easy flat recovery but there is a startle moment. For Captain's they are now stressing distinction between the Remain Seated PA to passengers which is reserved for planed evacuation landings or sudden events such as a rejected take off. It should not be said for a Precautionary Landing. That is more conversational in nature. |
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October 30, 2019 (R9) RTS was as advertised, no surprises and as per script. R9 was DCA to BOS. FO flew since we knew FO would probably end up flying. Getting off the ground was a bitch. Hard paper copies probably did not help much since we were always fumbling, searching and sharing copies and was not realistic to the line since we are generally more used to soft copy on IPAD. We asked ground for holding in bay to complete brief and checklist, we received hold at the holdshort. Uneventful takeoff after throughly briefing all of the DCA items. Uneventful Climb out to cruise. At cruise, while completing STAR validation, we caught erroneous arrival on STAR since the transition from JFK was not loaded properly. We corrected that. As soon as we started the STAR decent (Robuck) we got Yaw Damper 1+2 failure. Took some time to get through the ECAM, we got stuck on trying to get through the landing assessment on the IPAD since the direct law malfunction was difficult to decipher and locate on landing APP. Took some delayed vectors to get through that. Uneventful decent and landing to 33L, we did turn on engine anti ice for decent through cloud layer. All of it hand flown by FO. We delayed gear down until after flaps three, in order to delay going in to direct law. RAD was as advertised. |
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October 29, 2019 (R18) Previous briefs are spot on. Just a couple of things to add: 1) A Non Managed Non-ILS Approach is one where you (the pilot) is managing the descent. Not the box. So, configure early (Flaps 3, Gear Down, Managed speed) prior to descent to the FAF intercept altitude. Start the descent at .3 DME prior using Open Descent, VS, spoilers, whatever you need. Once at the FAF intercept altitude set FPA to -3.0 degrees about 1.5 DME prior. If set too early the value drops off. Start descent at .3 DME prior to FAF. 2) We got the Slats Fault 1 (less than or equal to) Slats (less than or equal to) 3. Main point here is you'll do a go-around. Once you start the Go Around, AP on and pull speed ASAP so you don't blast thru the speed limitation for the fault. 3) Bounce Landing go-around is a go-around. Don't forget to also include the "Go Around Flaps" call. It's deceiving because the sim actually sets down on the runway so you may get tricked in just doing the takeoff litany. Many thanks to the moderator who keeps up this site. |
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September 22, 2019 (R18) This is disjointed, sorry... But that's how my notes are. ( However, many of the other, better organized spot-specific recaps were very helpful and well done... thanks to all ;) Sidestep below 1000 AFE is permissible, ( think MMMX ) ... as long as the situation has been ' assessed '. ( interpret that how you will ). Some idea of Vapp ...flaps 1 or 2, for any given take off ( and t.o weight ) is always a good idea in case of an unexpected dual engine failure shortly after takeoff. ( you won't have time, ...never say never ) 'My Aircraft'... Even when it's obvious who's aircraft it is, is an important part of the psychology of dealing with an abnormal situation. ( think of it as the attention getting 'splash of cold water' ). Don't forget if you get a runway change, you must do the entire before takeoff checklist from the top. After a low speed reject, the only way to trick the box into being able to re-insert a routing is to build it in the secondary, and bring it over to the active. Thrust lock is an indication of a potentially haywire auto thrust, whereas toga lock is where a normally functioning auto thrust will eventually take you after an Alpha floor event. ( requires normally functioning auto thrust ). A low speed rejected take off may not results in maximum auto brakes if you haven't reached 72 knots. However, spoiler deployment will happen above 40 knots, with the application of reverse thrust. speed speed speed ...comes from the FAC's ( below 2k afe, config 2,3 or full ) mavek and smo are the SAME place, one ground based... one waypoint based, so THAT one requires at least a sinlge functioning GPS... 160 kts @ mavek is mandatory ... in order NOT to swing wide in the turn. ( of course, don't be suckered into flap extension above 20k ). For reasons similar as to why a climb ( vs toga ) go-around can make sense... FLEX works fine for many Take Off engine failure scenarios... but... just as with the go around.. TOGA is always available. For each take off, beyond the standard briefing items... ( standard, all encompassing stuff... standard AA reasons for a reject, ect... )... we should be thinking and speaking more about items specific to this particular departure... ( kind of a miniaturized version of phase-specific ' what are the biggest threats today' )... for example, is the runway dry, do we have any MEL's which might affect things, are we somewhere hot and high ... the kind of place likely to leave the brakes screaming hot... is the vis so bad that ARRF may have trouble finding us ? ... That kind of thing. 'Auto pilot off' on all non ILS approaches no later than 250 ft, AFE. not a bad idea to include a winds assessment in your landing brief, either by stating that they're not factor, or calling out any applicable limitations. It's OK to divert early... No need to wait until your bingo juice is down to its last petro molecule. The comment was made, that if one finds themselves having to dig too deeply into the decision tree flow chart, reference adverse weather... There's nothing wrong with just going to plan B earlier on....( but... Southwest made it in ! ) the notes sections on the approach plates can contain very pertinent information. For example, on some charts, if the auto pilot were inoperative, it'd render certain 'hand flown' approaches unavailable, for example 'auto-pilot required for simultaneous operations, ect. ( then again, if you've declared an emergency, probably not YOUR problem ). Any 'discontinuity' is it good place to find a 'new destination' prompt. Absent that, or if you can't find it anywhere else... try the MCDU 'airports' key..... ( definitely DON'T go looking under a pseudo waypoint ) Was told they hear all kinds of weird things on the landing roll-out, reference autobrakes. The only time 'no autobrakes' should be verbalized, is when they are set up to be expected to engage, and for whatever reason... the 'decel' light fails to illuminate. If a hard landing knocks off-line one or more ELAC's... It is permissible to reach up and instantly reset them with ( one at a time )... with NO other guidance. ( there is a QRH reference for this ). It's material ...because a go-around probably the best place to be without normal law protections. Additionally, regarding go-around's in general... 'Positive rate'... Seems to be the most frequently missed item in the sequence... it's problematic, of course, since this is the 'gear up' trigger... And we're trying to get the airplane to fly again. During single engine work, if you can find a way to get the beast between about 170, and 180 knots... config 2... Before turning off the autopilot... It seems to set the rudder trim up pretty nicely for the hand flown ride down the glide path. Reference t.o. mins and t.o alternates... remember, no auto-lands permitted above max landing weight. ( So a CAT approach back to the departure airport, under certain conditions... won't cut it ). For crosswind takeoffs, any side stick displacement ...beyond simply putting the inside edge of the cross beyond the dead center indication on the ADI ... Will kill any benefit that would have been attained with ailerons... ( Because of spoiler deployment ). So it's OK to use aileron for a crosswynd take off... Just, not much. Anymore than the amount described, and you're actually working against yourself. ( Same for x-wind landings ). Don't forget that 'no reverse', or 'one reverse'... is a landing call out, if need be. Don't forget that flex and mct... is ONE position, TWO switches. So... if you stayed in flex for an engine loss scenario... when you get to the MCT part... you will either need to go quickly to TOGA and back, or climb and back... ( to switch from flex... which is a constant setting, to MCT... which is a variable setting that shares the same spot on the power quadrant ). don't forget for driftdown ( single engine ) PM ( non-memory, memory )... exterior lights, 'all on'. max 2000 fpm descent below 2k AFE... max 1000 fpm descent below 1k AFE learned a lot. actually enjoyed some of it ( I know that sounds sadistic ). Good luck ;) |
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September 22, 2019 (R18) Previous R18 rundowns spot on. A few notes: Now that we are in a "cruise mode" with changes (nothing big coming up for procedures), they are getting very specific and precise with Actions Callouts, Flows, and general callouts, as well as how to execute commands from the FP. For instance, FP: "FLAPS 1", PM: says "FLAPS 1", then moves the handle. Look, repeat, do. All callouts are VERBATIM. There is no slack. It's not "Landing check please", it's just "Landing Check". There have been lots of changes, and the emphasis until now has been on ‘big picture' stuff. Now the CKA are looking at the minutia to make sure we are doing it all the same. No biggie, just be ready for it. Stalls: Hold the stick full forward for much longer than you might think. If you were slow getting into the stall, the THS might be full aft (a la AF447) so a swipe forward or two on the trim MIGHT be needed. If you are quick, you won't need it, but if it's not recovering swipe the trim forward once or twice. Hold the stick to the full forward stop, pull up gently. Don't worry about altitude, you've got tons of it. |
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September 22, 2019 (R18) All feedback was helpful. The report from May 17, 2019, if you're up for an R18, is really where you should start. I had the PowerPoint of the RTS RAD/RVA saved as a photo. Between each spot I'd look at it to mentally prepare for the next event. They really followed the plan to a T. Please donate to this site both financially and with feedback as I'd hate to loose this resource. |
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September 22, 2019 (R9) I finished my first AirBus R9 in DFW late yesterday... Here's the profiles (see highlighted attachment) and malfunctions that they are giving in DFW GSW R9 Loft check rides... I'm not sure about CLT... The Sim P and CKA were great! The CKA called me mid morning prior to the R9 Loft and said we would be doing scenario 15-3 and to take a look at it! I called my F/O and we went over it ... got to the Sim and it was exactly as advertised! With advertised malfunction! Anyone can see what they're going to get on the R9 if you ... Go to AAPilots.com ... Click on left tool bar, second from bottom ... "Training and Quals" ... then sub menu "Training Home"... Then under "Recurrent and Requalification training etc ..." "A319/320/321" tab ... Click on blue hyper link (third down) "A32FT Pilot Training Guide MAR2019" ... Once that's downloaded see second page of the index ... "R9 recurrent training" p. 43 ... There's your easter egg! You can get it on the iPad too.. Enjoy ps ... the system validation slides (with answers) and walk around slides (with answers) is an AAPilots too ... pps... I went over to GSW early and was able to print hard copies of the flight plan 15-3 Wx/clearance/TPS etc on the first computer/printer as you walk in the main GSW entrance ... ppps ... newly installed, upstairs in the CBT Computer lab are two big screen training devices (turn left as you go in) exactly like the ones used by the Sim P's and GS instructors when I went through transition (S80) last year... you can play with loading the FMS, Flight Plans, "backwards Z, double D" "DDIIFIPPS" "FHPED"... fly profiles ... even look at different ECAMS ... 24 hours a day... most CKA don't even know it's there ... Great tool for first timers and seasoned vets a little rusty ... |
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August 17, 2019 (R9) 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) 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. Per script, reset breaker ecam cleared. typical runway change BOS. Go around off the River Visual 19 to a visual RWY 1 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.) |
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June 28, 2019 (R9) Thank you for taking time to keep these debriefs coming! In my opinion, they are very helpful. Per the previous debriefs, day one is all class room and absolutely zero is expected of you. Just show up a few minutes early. Day 2 is the RTS. All previous notes regarding RTS spots are very accurate. SimP was extremely low key and taught us a lot. If you can fly a V1 cut and enjoy out during 2nd stage, you are good to go. Day 3 starts with the RLE. We got 15-3 which is BOS-DCA with the DU failure. Look at the blue pages to determine which approach you can fly with one DU/PFD. Read all the previous debriefs since March 2019. I thought the flight plan info on the iPad was a bit confusing because several times, I found myself copying information from either 15-2 or 15-4. Maybe you take a picture of each page to have it in your pictures? I'm note sure the best way to do it, just be sure you are looking at the right info. Next, be sure not to be running a check list while crossing a runway; enough said. Next, we got the CA DU fail during the descent to DCA knowing the weather was right at mins. We asked to hold around 12k while still VFR on top, which we got. Enter holding at the appropriate speed; green dot it a good approximation. For the final portion (RAD), we got the slow speed rejected takeoff at LVS. Look at the Doors page on the ECAM to see if the pax are really exiting. The bells and whistles go off, but the doors may not be open. Be sure to call 80kt/60kt even though you are slower. Next, headed to MMMX, don't accept an altitude below 12k unless you are on the arrival. The airport is at almost 8k, so they try to trick you by assigning an altitude lower than terrain... Good Luck! Good luck and please send your debriefs. |
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June 26, 2019 (R9) Great spot by spot write ups below, here are some other concepts to fill in. Build a 1nm circle around LOC FAF to 1) remind you to pull FPA at 0.3nm, 2) see where the level off arrow will get you down for FAF altitude and ensure its early enough and 3) as a reminder on the back side of the circle to set missed approach altitude. Nice technique. Helped for partner and I to chair fly 30 minutes prior to brief. We reviewed the profile and ECAM call outs. Still screwed up a few "My aircraft" calls and forgot "ECAM actions complete" at end of ECAM. One engine drift down: after you complete the pseudo-memory items remember next step is not to reference the QRC for QA or EE, the VOL 1 maneuvers section actually references you to go to the QRH procedure directly without even acknowledging the ECAM. Kind of breaks the habit pattern there. My partner brought up a good point that this is almost an ECAM exception-based on how they want us to deal with it. FDs Off, use FPA for VOR 31L JFK once you break out and go visual since no PAPI, put the bird just under the horizon on PFD. Seemed like they wanted to see only TOGA GA on bounced landings, soft not recommended. Missed approach altitude call out, seems to be varying thoughts on this. Sim P said he recommends some type of altitude verification being verbalized since you are manipulating the FCU window but Vol 1 only lists PF stating "set missed approach altitude". CKA said he would stick to Vol 1 phraseology and confirm by pointing but admitted this is somewhat controversial. Reviewed performance on R9 brief, two points of interest. Tailwind. Performance manual 1.3.6 is somewhat vague as to when to take a V1 hit as it says for every 10 knots and in another place for each 10 knots take a 1 one knot hit. I had been using this under the thought that for anything less than 10 knots take a V1 hit of one knot but its actually directing you to only adjust V1 if TW component is greater than or equal to 10 knots. I submitted a recommendation to clarify this point with an example in the manual. Load closeout review and FO brief of limiting weight. As previously discussed below this is a hot topic, one I as an FO had been not doing correctly by referencing the closeout weight vs the TPS. Based on Vol 1 verbiage "Ensure the GW on the ECAM SD page minus anticipated taxi fuel does not exceed limiting weight for takeoff." 2c.3.10. Since finding this out I changed my wind, weight temp brief to CA to state (what I thought was correct) the ECAM SD weight listed after starting #1, adjusted for taxi fuel and then compared that to the TPS limiting weight. For example, if the TPS ATOW is 142.0 and the taxi fuel is .5, if the ECAM SD weight shows 142.2 I would do the mental math and subtract the .5 taxi fuel (assuming just pushing back) and state "we are 300# under ATOW" (142.2 - .5 taxi fuel). What the CKA said is they do not want us to adjust the briefed weight for taxi fuel, just state what the ECAM weight is vs the TPS, no math. So instead state "we are 200# over ATOW" and then have a conversation with CA about how much we plan to burn in taxi and that we anticipate being under limiting weight by the takeoff point. Clear as mud. Submitting a recommend to clarify that too. |
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Jun 24, 2019 (R18 DFW) Not much to add to the previous reviews. Followed the script exactly. Something new for me. As the PF (FO) on downwind (Radar Vectors) after an EP (Engine Failure at V1 for example), I would always get everything loaded into the box - Change Destination, Approach, extend runway centerline, and Perf data while the PM (CA) would run the ECAM, PAX, FA, and Company stuff. Then when the CA was ready to fly I would brief him on what I put in and have him verify everything before transfer of control back to them. Pretty much the same as I've always done. In the debrief the check airman commented that I should have confirmed with the CA before entering the info. For example: Change Destination - Confirm? Get confirmed from CA then enter. Arrival - Confirm? Get confirmed from CA then enter. Change runway - Confirm? Get confirmed from CA then enter. Coincidentally, while on RV back to the airport I did confirm with the CA every Radar Vector, Altitude change and Direct to a fix. Otherwise, it was standard training and a non-event. The full stall training was fun. Last two items: 1. Make sure to put the 100' AH in Radio - have other pilot double check. The approach still works but the automated callout at 100' and minimums is messed up. 2. First thing in any briefing - Ask PM - what are the threats you see. |
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June 16, 2019 (R18) A few additions for your R18 update, as of mid-June, 2019. Both sim days were packed with events and I felt rushed the entire time. Regardless, no need to return until another 9 months from now so that's good:-) 1. Sim Day 1 (RVA): A. Avoid much, if any, aileron into the wind on TO Roll, despite strong crosswinds, due to spoiler deployment and resultant increased drag and "wrong way" yaw as well. Better to ensure the side stick held full forward, and kept forward longer than normal, during TO Roll. B. Be cautious of a late selection to TOGA thrust on SE GA--as explained, but not experienced. If selected too late (after climbing above 1,000' AGL perhaps?) the aircraft may instead decide that you want the MAP flight path and turn you in a direction you don't wish to go. (News to me--don't know if this is fully accurate info though.) 2. Sim Day 2 (incl RAD) A. Hydraulic malfunctions were supposed to be followed up with Yellow Page Follow up . . . but we read the listed items for our system failure in the index three times and DID NOT SEE the follow up listed--Sim Blindness?!? Crazy! Tip: if it doesn't seem right, it's not. SLOW DOWN, and re-read the index list until the obvious slaps you in the face. B. Windshear maneuvers were really exercises in TURN THE AIRPLANE AWAY FROM THE THREAT, BEFORE THE THREAT, vs. actual wind shear recovery maneuvers. Much better, in reality, than actual wind shear training which can be negative training . . . . In the past we were sort of trained to blindly fly into the threat as if it's some sort of "sim game," instead of actively avoiding the threat in the first place. Who knew? C. Advised to use phrase "Safety Vehicles" vs. others; sounds more calming. D. Verbally confirm "CAT III Dual" is displayed, and remember to clearly/loudly state appropriate follow up callouts on same ("Continuing" and "Landing"). E. We're to check for GPS Accuracy "HIGH" on BOTH FMS boxes? Who knew? F. MMMX training included a switch from the approach suggested by one STAR to another, without ATC advising. (Apparently common there?) You will intentionally be confused: Be sure to ask the controller WHICH approach (there are two ILS's for the same runway, ILS DME 1 and ILS DME 2) you are cleared for, as compared to what you've got in the box . . . it's a set up so don't fall for it. G. When presented with two parallel runways, such as at MMMX, always use the Landing App distance for the SHORTER runway so that if cleared to side-step, you've already checked that you're fully legal for the shorter runway. So clever. H. Low-Speed RTO: Massive forward side stick helps a lot so USE it on any/every takeoff, really, as the initial yaw is otherwise uncontrollable--as in "go waaaay off the runway" uncontrollable. Little did we know that we're an engine failure away from being DEEP in the weeds (or into another aircraft on the taxiway, or worse) in the first 10 to 20 seconds of every takeoff we make . . . . I. What are the vis limits for an FO TO again? |
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June 16, 2019 (R18) Recently had my R18 and wanted to give some input. The previous posts are very accurate as to what you'll see. Day 1. Again the Human Factors portion is extremely well done and is a humbling experience. Day 2. RTS was as scripted. A few takeaways: Transfer controls for Approach Briefings. I find it helpful to have some type of flow for setting up and briefing approaches. Whatever works for you. The Blue White Blue White is in my flow and they now prefer the Blue pages as more of a review. Validate the approaches in Plan View on ND. P.M., leave Prog Page up on MCDU to view vertical deviations. Also the Green or Magenta Glide Path ball (PFD Vertical Deviation Indicator) on Altitude tape on PFD is a great tool for Glide Path reference for Non Precision approaches. Don't pull FPA knob to set -3.0 for LOC, just turn it, Pull at .3NM from FAF or TOD. "AP off / FD off" for breakout of offset VOR approach. For S.E. G.A. step on floor with rudder pedal. Step down until the pedal hits the floor. It will take that much to not deviate from heading. Day 3. The RVA is bit off script as previously posted. I'd give more details but the previous posts are very accurate. It was a great experience and everyone did a great job and they appreciate you showing up prepared. Hope my post helps a bit. Good Luck! |
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June 4, 2019 SIMS, DFW: All Sims are enhanced and make Auto call outs 100 above and minimums: Sim 1, 2: CFM Sim: 3, 4, 5 IAEs Engine Fail at V1, box on shelf works To change destination, go to any "Discontinuity" look for New Destination on Right side. The NO STAR in the arrival set up works great in the sim. It will string the whole approach. Real world it doesn't work, because you probably already strung the approach during cruise. Be sure if you do it manually that you put in the altitudes which will prevent you from busting class B airspace below. Thrust Bump: required to have BOTH engines stable. If only one engine is started and the Thrust Bump is activated. You have to shut that engine down and restart to get rid of the Thrust bump. Briefing an approach: "Blue, White, Blue, White" - Blue OD pages: are we legal? Weather vs. mins, winds, Equipment, acft. - White ( Jeppesen ): Brief the plate. - Blue: Brief OD pages that pertain to the call outs and actual approach type to be flown. - White: (Back side of Normal checklist) Arrival Briefing. Did you cover everything? Threats? Lose an engine. One foot will have to push hard to keep the heading. The other foot is dead. Dead foot equals dead engine. Trim towards the foot you are pushing hard on. It should get easier pushing. Once you get it to a reasonably amount of pressure on your foot, put the Autopilot on. It will trim twice as fast as manual trim. Normal Checklist call outs, such as "Gear Up": PM repeats the command then does it. ECAM procedure: You read the action (command), DO the action then, REPEAT the command. Most of us are saying and doing at the same time, WRONG! We seldom go Missed Approach in real life. - Flaps First (F F), then gear. - The call is "Go Around Flaps". PM moves the flaps up one notch and repeats WHAT the flaps are set at. - If you are landing config Full, they are moved to 3. - At the next "F Speed" the call is "Flaps 1". Seems strange just because we never see it. When you get to the STATUS displayed box on lower SD: "Holding STATUS to check QRH ECAM follow ups". But cheat and see if there is any warning about speeds or icing conditions in the STATUS box. When doing ECAM and you get the STATUS: Avoid Icing Conditions You do not read any of the verbiage in BLUE unless you are actually in SEVERE ICE ACCRETION. All you say is: "IF SEVERE ICE ACCRETION ... does not apply. CAT 3 single only When you check for ECAM follow ups. Do not go to the white index in QRH. Go to the yellow index. It is labeled ECAM Cautions and warnings. The white pages are a duplicate but may have a procedure that is not intended to be used in flight. The white index is used for non ECAM items or when you are on the ground. ECAM procedures: don't clear until you have Green verbiage in the block you are working. If you have aural warnings in flight like doing high altitude stalls. You can silence the warnings by pushing the MASTER WARNING light even though it is not lit up. Evacuation horn in cockpit. Silences the horn in the cockpit but not the cabin. If the evacuation command horn is playing in the cockpit the F/A can not call you on the speaker since the horn takes priority. In the sim, If you stay in the pattern and never get above 2,000' (?). You will not get the ECAM Landing MEMO until 800 ft. Engine Fire/Fail on takeoff: If you don't use TOGA and stayed in FLEX you have to move the throttle out of the detent then back. You can go either direction, book says CLB then back to MCT ECAM will ask if there was any damage, consider relight. If it was a Fire then NO Relight. If amber N1 with xx's that means engine is stopped, probably due to severe damage. Do not do a relight it has had severe damage. After Takeoff Checklist starts with a look at the overhead to determine if the pressurization panel is set up right. Did you do a APU bleed ON takeoff? Landing assessment not needed if Non-normal is not going to affect the landing distance. Eng fail you lose a thrust reverser. Thrust reverser is not factored into landing distance. When you call: Autopilot OFF - Flight Director OFF, check for SPEED top left corner of PFD. Doing the backwards "Z", don't just think, "You already filled in the PERF numbers". What you are catching is the Confirmate/Activate. Before activating the approach be sure you are in Selected Speed (Blue indices). Time compressed and not in the normal flow in the sim. Easy to just reach over and activate without checking for the blue indices. AirBus notes General: Check Release for note about RNP ability. For now if you have a acft. that shows Lat. Dev on bottom of PFD. You can probably do less than .30. If it is a RNAV RNP then calls are 1/2 of RNP ability. If you are going someplace for an RNAV and you have deselected the navaids per QRH OD pages. Hard tune a VOR in case of GPS downgrade and have to do a missed approach. |
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May 17, 2019 (R18) General: 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. - FCU SPD/MACH pb – SPD. - 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. SPOT 5: EITHER MMMX ILS DME 1 Rwy 05R 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. |
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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: RVA: 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! |
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April 29, 2019 (R9) General 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. |
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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. |
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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. |
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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. |
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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. |
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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. 5. EITHER MMMX ILS DME 1 RWY 05R 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. |
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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. |
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April 17, 2019 (R9) RTS: - 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) Sim-isms: - 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. |
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April 9, 2019 (R9) RTS: - 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. Sim-isms: - 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! RAD - 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!! |
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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. RTS: 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. |
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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. |
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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! |
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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. RAD 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. |
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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. |
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