P5NOV2019byHelpfulKiwi
Onceagain,observationsandpersonalopinionbelow,takewhatisuseful....
NBThereisarequirementtocompletetheonlinelearningmoduleonEGPWS/CFITinLearnersWorldbeforethesessionasthereisnobriefbeforeenteringthesim.
SimBriefingTheusualcollectionofLVOandgeneralicingquestionsandinadditiontothisFleetspecificincluded;
• WhenaretheTATprobesheated? • IfWAIselectedONonground,whenwilltheyoperateairborne?,Whatabout
wheninAUTO?PrimaryuseofWAIetc. • WhatisthePMmonitoringduringtakeoffrollinLVO
Loc position and speeds ….. FCOM3 SUPPS
• When must the airport advise LVO conditions are in effect
Whenever vis <550m
IntheSim;CaptainsProfile,A/CdispatchedwithTACINOPsothatisshowingoneicaswhenenteringsim,itwillreappearasanactionableCKLafterenginestartsoweactioneditbeforetheBeforeTaxiCklwhichmeansthenoteswillappearontheCKLpage,ifyouoverrideit,theywillnot.Alsothenewplasticizedcardwithmetriclevelsisavailableandrecommendedforuseforthisprofile.(eventhougheverythingyouneedisonthesidandappcharts.)
FMCsetupforZSPD17LHSN13Xdeparture,MCPsetto3000.(2960ft/900m)Vis250mallzonessoaDepALTNrequired,andwebriefedthatifcarryinganyproblemintotheairthenwewouldcheckforimprovementinconditionsbeforeheadingtothenominatedDEPALTN
(ZSSSissuitable).
WefollowedthePROFILEAprepcardinthebriefingpackage.
Nostopbaronlineup,ILSforRWYident,daytimesocanuseLandingLightsifdesiredbutitisnotrecommended,tempplus5sonorun-uprequiredbeforeT/O.
EngineFailatV2,Ifindthisonealittletrickyasviscuesjustdisappearastheenginefails,inthebriefingroomthecheckerwenttogreatlengthstoletusknowhowdifficultthe300simmakesthisparticularexercisesohisadvicewastoaimforexactly8–8.5degreesafterthefailureandtheyawhasbeenarrested.(forme,yawisarrestedbystoppingthetrkbugmoving–standonthebug,thenIgiveitasqueezemoreandslightbanktotheliveenginetoinitiatearegaintowarddeptrk.)Itappearsthatinthe-300sim,ifthebottomoftheA/Csymbolboxtouchesthe7.5’line,theA/Cwilllevelandpotentiallysinkifappropriatetrimisnotapplied,resultinginthe“don’tsink”auralwhichrequiresarepeat.Andifthetopoftheboxtouchesthe10’line,thespeedWILLreducebelowV2whichisalsoarepeatsomyrecommendationifyouaredoingtheV2cutforthefirsttimeinthe300simistofollowhisadviceJ.ExtremelyimportantfortheFOintheirprofileasthedeparturegoesstraightintoanimmediateturnsothatLiftvectorjustdisappears!
Refermypreviousnotesregardingthrustincrease,thereisalwaystheoptionofincreasingthethrustANYTIMEairborneandaboveV2ifadditionalperformanceisrequired,howeveroneschoolofthoughtisthisshouldnotbeconsidereduntilyouhaveconfirmedthereisnoseveredamageasyoumaybeprovidingadamagedenginewithanadditionalsourceofignitionandorcausingmorevibration/separationbydemandingmorefromtheengine.
AstheA/Cwasclimbing,albeitslowly,Iwaiteduntil400ftonthisoccasion(focusingonthepitchattJ)thenaftercallingthemodesandconfirmingnoseveredamage,pushedtheTLsup,pressedTOGAandaskedforLNAV/VNAVtobereselected.
• PANcalla.s.a.p.astheenginefailedabovetherunway.NBunableALTconstratPD076
• OncecleanandbeforecallingfortherelevantEngFailCKLweconfirmedspeedwindowopen-thenselectFMCENGOUT.(ThisisarecentchangeintheQRHCKLInstructions.)PersonalopinionistohavespeedwindowopenasifyouarebelowMSAandselectENGOUTitispossibletheEOCLBspeedisgreaterthancleanspeed,andweneedtoflycleantoMSA.
• EngFailCKL,ReviewEICAS, • PMlightsasrequired,failedEAIOFF,liveAUTOthenATOCKL–remember
todeletetheILSifusedforlineup. • TheP5briefcontainsaholdatCGThoweveraswewerenowonvectors
essentiallyintoalefthanddownwind,weelectedtogointotheholdatHSH(foundontheAND12YSTARchart40-2),atthispointtogatherinfoandassessthebestcourseofaction,sorequestedsame.Cleanspeedis226and
Maxspeeddepictedinholdis230kts.Onceintheholdweupdatedthewxandwith300m150m100mreportedweelectedtoprepfortheCat2ILS*specialapprovalto300monto17Lwithnoreversionavailable.NBTACinopforentiresessionsobeproactivewithtrim.HSHdidnotautotunesomakesureyouhavesomeformofrawdatamonitoring.Underradarcontrolsononeedtocallenteringthehold.Intheholdwesetupfortheapproach,initiatedthealertphaseandgavethe‘star’brieftotheISMfollowedbyaPAtopax.IOCalertmessagesent.AndLDGPERFcalculationcompleted.
• NB: there is not a lot of information about the data provided on the OPT app in
the Non Normal situation, for example with a NN selection as in this case , ENG SHUTDOWN, the MAN/AUTO landing selection is removed . The fact they are there in the first place suggests the time from crossing threshold to touchdown differs and comparing the data with ACARS LDG results , I believe the OPT app provides manual landing figures in this example, so have added 600ft to the uncorrected result.
Thewholeprocesstookalittletimebutwewereabletoexitholdmidwaythroughthefirstlap.ClearedtheILSZ17LviaPD025.NBwhenleavingtheholdtheIAFspeedis210kts,weelectedtocomplywiththisastheoutboundlegisrelativelyshortandthereisarestrictedlinetothenorthoftheapproach.
• DESCBRIEFincludedtheCAT2visrequirementsof“appenviroandthreshold”,(approx.5lightsat350msoapprox.4-5at300m?) MusthaveLAND2onanyPFD,TACinopsomakesuresuitableamountinbeforeA/Pstakeover.NBSpeedcontrolfromIAF,andto8nmfinal.
• DESCCKL • APPCKL
BaseturnfromPD025wegottheFuelImbalanceEICASandhadtimetoactionit.LeakruledoutbyuseoftheEFClogiccheck.ArmtheAPP,noneedtowaitforcorrectsensingnow.
180ktsmaxattheIFmaybeworthremovingasitwillreqF15,howeveronceagainwecompliedwiththiswithlastminuteselectionofflap,thenthereisa2nmlevelsegmentbeforeGPintercept.YouarePANsoanyreasonablerequestshouldbeapproved.
AT1000ftwesaw>LAND2<onthePFDs,noproblemcontinue.
*ItsanautoappsotheAutopilotswilllookaftertheruddertrimfrom1500ftuntilthefirstmodechangeintheMAP,NB:Makesuretheruddertrimisinareasonablepositionpriorto1500ftie3.5units,asIhaveseenpreviouslywhentherewasmorethen10unitsinat1500ft,whentheAPsrelinquishedcontroloftherudderintheMAPthesingleAPcouldn’tcopewiththeoriginaltrimsettinganddisconnected,whichcreatedsomeunnecessaryworkload.
Goaroundatminimaduenilsighting,(weheardtheauto50ftcallintheprocess)maxspeedis210ktsintheMAPturnwhichwemaintaineduntiltrackingtowardPDL.WhenthemodeschangedfromTOGAtoLNAVthereisanoticeablechangeintheyawsoreapplysufficientrudderandbackupwithtrim.
InourmanualPCs(theoddnumberprofiles),theAPisavailableafterinitiationoftheGA,wetookasmodescalledandgearup.TheWPTPDLisveryclosesowerequestedvectorsclearofterrainintothedownwindtore-evaluateoralternativelytoentertheholdwhilstclimbingtoMAPalt,vectorsdownwindgiven.
PersonallyIrun>NNC>EICASreview>beforetheATO’severytime.
GetWx–nowvis600mexpectvectorsdownwindRHILSZ17LviaPD035.
FMCsetupDirecttoPD035.MentionedwewouldrebriefthepaxviaPAandnomorecommsrequired.LDGPERFassessmentverbalbrief“samesamewiththedifferenceof600ftlessrequirednow”soaslowtaxiatnominatedexitpoint.
(Autolandvsmanlanding).Briefbriefnotingonlydifferencesiemanapp,manthr,manlanding,confirmedtheILSautotuningagain,minimasettingBAROandmanualruddertrimforapproachandMAP,“speedonschedule“,Nowlookingforlightsassociatedwiththetouchdownendoftherunway,andappenvironment.
>Crewseated,>DescandLandingCKLscommenced
ILSflowntoCat1minimawithmanualthrustandmanualflightfromLOCintercept.(OnAPPwithF20 = 63%N1inthe-300)GAduenilsighting,rememberthereisquiteasignificantrudderinputrequiredasN1passes85%.
The300hasnoperformancesotheclimbingturnisverydrawnout.OncecleantheATOscompletedwewereadvisedtheILSnowU/Ssostateintentions,requestedwxcondxZSSSandplannedfortheVOR18LfromCGT.
Ø UpdateISMandPax
PMoptionforsetupeitherusingtheALTpage>divertnow-viaCGToverhead,oroverwritetheDESTonRTEpage,samesame.HoweverbecautiouswhenselectingtheVOR18LviaCGT,tocheckthelegspagebeforeexecutingasthereispotentialtodeletetheholdinthisscenarioifyouhaveoneplanned.AtsomepointbothPFandPMshouldindependentlycalculatetheLPAandcompare,wejustusedpre-preparedscreenshotswhichwasacceptable.
Afterlevelingat900m/3000werequestedfurtherclimbto1500m/4930’(therecommalt@IAFCGT)RememberthatforanyfurtherclimbOEIyouwillneedtoalsoselecttheCONthrustpb.Optiontoholdbutyouwillneedtogetaspecificclearancetoholdlowerthantheprescribed1800m/5910’here.Andmakesureyouaremonitoringrawdataeitherthroughautotuneormanualtuningifdesired,ifholding.Wehadtimetoselectandbrieftheapproach,NBthe205ktsIAFspeedwedidhaveremovedthistimeastheoutboundlegonthisapproachis8nm.
UponcheckingwhatVNAVmodewewerein,andbecausewehadpreviouslyusedFLCHtoclimbto1500m,theVNAVmodewasACTEOCRZwith3000ftshowing,soweupdatedthisalttoourcurrent4900bypressingtheMCPbutton..TherewasaNTCregardingthecautionsassociatedwithenteringaCRZALT=thenextwptaltrestrictionhowevermyunderstandingisallA/Chavenowbeenmodified,itappearsthoughthissimhasnotbecauseafterenteringthenewCRZALT,thelegspagerestrictionsof1810atCF18andFF18disappearedsowemanuallyre-enteredthem.
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DESCBRIEFincluded;AutoapptomanldgusingA/T,actionsatminima(noRWXXorvalidthresholdcrossingwpt)FDsoff,PMon.Monitorr.o.dcloselyinvisualsegment.Highappspeed@F20andcurrentweightsor.o.dwillbeslightlyhigherat800-900fpm.(slectFPVontohelp)StrictlynotrequiredbuttheoldschoolinmesayshaveatleastoneVORmanuallytunedjustincaseyouforgettocheck/monitorandtheydon’tautomaticallychangefromCGTtoSHA.(asitturnedout,theautotuningdidoccurafteroutboundfromCGT.)
CrossingCGTwerantheDescandAPPCKLsandthefuelwasnowbalancedsowecompletedtheFuelIMBCKL.
Topofdescentisapprox3nmoutboundCGTsoweconfiguredtoF1toachievethe205ktsfortheinitialbaseturninthedescent.SelectedVNAV(=VNAVPATH)andreopenedthespeedwindow,Set1800ft,thevertdevbarswereindicatingwewereapproachingt.o.d,howeveritdidn’tdescendaswepassedthatpoint.
SoweselectedDESCDIRECT>andcaughttheprofileeasily,thedownsideofDESCDIRthoughisitwipesoutthenextwptALT(CF18Linthiscase),soonceagainwere-enteredthisandreestablishedinPATH.Obviouslynotverywellhandledbyyourstrulyand/orsomesimissuesasthishappenedlastP5J
Withlittlefaithinthesystemonthisoccasion,havingleveledat1800’andsetMDA(+50),theinboundfromCFtoFF=3milesegment(whichislevelbythewayandrequiresquitesomeadditionalthrustandtrim,anoptionwouldbetochangetheCFto1810Awhichwillprobablyworkoutbetter.),
VNAVPATHchangedtoVNAVALTaswecrossedtheFFsoIwaitedforagoodcoupleofsecondsaftercrossingFFbutasexpectedPathneverengagedsohadtomanuallyinterveneagainbypressingtheMCPbutton.
ObviouslynotanidealsituationsoIbelieveourchoiceofusingDESCDIRECTwasthewrongone,andnexttimeIwouldre-enteraCRZALTbeforeselectingtheapproach(Icantrecallifwesaw“unableCRZALT”offthefirstreturn)CheckyouareinEOCRZbeforeCGT.TheothersideeffectofnotcheckingtheVNAVmodeearlieristhattheThrustlimitdoesnottransitiontoGAthrustandinthe300onanylevelsegmentintheapproachspeedcontrolmaybeanissueasthethrustisbeinglimitedtoCRZ,lessthan
thatrequiredtomaintainthedesiredspeed(GA)ThiscanandshouldbemanualyselectedifdesiredfromtheTHRREFpage.
Visaround900ft,Irecommendmovingacrosstothelefttoalignwiththerunwayasearlyaspossibleasitissignificantlydisplacedfromyourpresenttrack,andyouwillneedtomaintainaround850fpm.
OptiontouseAPinTRKorHDGselectwithAPoutby200ftbutwechosetodisconnect,FDsoff(PMFDbackon)andmaneuvermanually.Windnotasadvertised,wasactuallythesamefromdeparturesoassistswiththerwypositioning.Itappearstobeagenericairportsovacatewillbetotheleft(whichwastheplannedpointdueDragonoperateoutofthisterminaleventhoughitisthesmallerofthetwoterminals.)That’sit!
EGPWSMODULE
Onlinelearningmoduleshouldbecompleted,additionalinfoinFCOM134.39.1and31.21.7(asatDecupdate).NBsomedifferencesbetweendiffmodels,“OBSTACLE“vs“TERRAIN“,ERPeaksfunctionvalidoutto320nmshowingHighest/Lowestterrain.
Thesessionisrunwithoutbriefingandinvolvestwoscenariosforeachpilot.Notreallytrainingsoassumeit’saproficiencyitemyouneedtodemonstratesatisfactorily.
Captfirst:Indescfrom5000to3000inVSwithMSA7000.A/Pin.Visualwiththeterrainahead,whenthepicturelooksuncomfortableisaboutwhenwegotthe“CautionTerrain“warning.RegardlessofwhattheQRHsays,Iwouldnotbecontinuingsoforus;
ALTHOLD/Assess/Nothappysoletsclimb,CheckTCAS,SetMCPaboveMSA,8000inourcase,>FLCHandpushtheTLsupastheyareslowtoreactinthismode>PMmonitorandcalloutanymissedactions,adviseATC,monitorterrainiecallRADALTchanges.
RESETforsameinitialposition,don’treactuntilhardwarning.
AsperQRHandcheckersadviceistoset25’,thenifradaltnotincreasing,continueuptoPLIsand/orstickshaker.
PM:DONOTcallouttheresultingspeedreducingduringthisprocedureasitcouldpromptthePFtoreactbyloweringthenoseinstinctively.
FOPROFILE/DIFFERENCES
NBshortsectorsoconsiderbriefARRalsobaseduponallengineswhichiswhatyouwoulddonormallyonsuchashortsector.
Atholdenginesrunning,followBriefingcardflowtocovertheRWYT/ODATACHANGECKLandgetWXsforbothports.
ZSSS18RPK12Dasadvertised.Vis600m260/10(ZSPDsame)lineupfromH1
@V2enginefailureagain,losevisualsatthatmoment,refernotesfrompage1rehandling.Ifyoudecidetoincreasethethrust,(whichgiventhedeparturehasyouenteringanimmediateturn,isalmostarequirement),beverycarefulasonceyoupressTOGAthetrackchangestothetracktheA/Cisonattimeofpress,=wingslevel.LNAVwaspromptlyreselectedinourcasehowevertheA/Cdidnotcontinuebackintotheturnandinsteadflewwingslevel.TRKSELwasengagedandtheturncontinuedtowardPK,whenpointingthereLNAVwasreselectedsuccessfullyfollowingadirectto.
PMThereisanautochangetoDepfreqhere.
TheFMCroutetakesyoufromtheSIDstraighttoPD035fortheILSZ17LZSPD.sowerequestedaholdtopreparefortheenginopcondition,TOSASisagoodpointforthissowereclearedtoholdthereatcleanspeed(227cleanandmax215inhold)andclimbto1200m.As1200misthecruisealtthedescentphaseactivatednormallyandconstraintsinmagentawithTODpointshowingfortheILSZ17LVIATOSAS.(TOSASfoundontheVOR17Lchart)
NB if you don’t hold and instead get cleared direct to PD035 IAF,maxspeed210ktswilleitherneedflaporhavethislifted.ApproachingIAFinVNAVcansetFFalt900m/3000forGSintcpt.ApproachingG/SwegotFUELIMBALANCE,afterthequickEFCcheck,wecancelledtheckltobereviewedintheeventofaMAP.CheckersuggestedbettertoOVERRIDEitsoyouwillavoidtheCKLINCOMPLETENNCat1000ftfeaturedinthelastblockpointsoftware.(refertrainingnotesFAQsincomply365)
Remembertocontinuouslyadjustruddertrimwitheveryspeedchangeandtarget3.5unitsbefore1500ft.
AutoapproachandautoGAatminimaduenilsighting,(max210initialturn),
WhencleantheFuelIMBcklwasrun,rememberfollowinganotherquickEFCcheckyouhaveconfirmednoleak,sononeedtoreadalloftheinfoonpage2,discussandmoveontothereferenceitems.
UpdateWX,returndownwind righthandviaPD202inboundforamanuallyflownmanthr,ILSandGAwithTACinopstill.VisimprovesfollowingGAandyouareclearedtoclimb1500m/4930fortheVOR17LviaTODAS.
Reqcleanspeedforthehold,noneedtocallentering,ortotime.
GetintoVNAVacrossTODAS(holdcancelled),getthespeedbacktothe
recommended205ktsastheturnstoinboundinvolvealotofregainingtrkevenatthisspeed,andinthiscase,set2900forFF2960,not3000.FCOM3statesthemetricvalueshouldberoundedupordowntothenearest100ft,howeveritalsoallowsfor“downtothenearest100ftinthedescent“whichisvaluablehere.
Weset3000,theA/CdescendedinPATHto3000thenwentintoVNAVALTacrosstheFFbecauseweneveractuallyreachedtheFFALTof2960!Hadweset2900usingtheapprovedmethod,itwouldhavecontinueddowntoMDAinPATHaftertheFFwithMDAinMCP.APandATavailable.
NBasprevious,the3nmlevelsegmentrequiresalotofthrustandtrimifyouarefullyconfiguredatthatpointsobeprepared.
Thefuelimbcklwasnotcompleted(norequirement)andwenoticedthefuelbalancedpassing1000ft
NoRWYXXXsoFDsoff/PMonatminimumandland,thisrunwayonlyveryslightlytotherightbutw/valsofromtherightsomoveacrossearly.
That’sitENJOY!HelpfulKiwi
