RT 12009

As advertised.Simple, but busy.

Situational awareness discussion.TCAS RA discussion.Also LWMO few scenarios. Simple with a slight twist, read the questions (all easy stuff).

Capt.T/O RWY 07R. level 6000ft. RA. Then vectors for ILS07RAfter first landing, vacate J7 and a lot of taxi instructions. As in real life, write it down. Then communicate a plan of action. (That was it)

Max Wt. Max X-wind, V1 Eng. Failure (upwind – Capt. Downwind – F/O).Make sure you cross PORPA before commencing turn.After checks etc. prepare for landing. Fuel dump required. (Cheat Dump).

ILS to G/A, 1 Eng. Inop. Remember acceleration height 1400ft.Div. to VMMC (Radar Vectors) for VOR DME 34. Buy time by requesting track to HAZEL.No RWY Waypoint, therefore, disconnect A/P & turn F/D’s off in the visual segment.The VNAV works really well, so as you level approaching HAZEL, press VNAV, open Speed window, dial your current speed, then set the MDA (the next lower 100ft)Runway will be slightly to the left, not a problem if you are on track.Only small changes in HDG, check the wind, keep rate of descend and speed as they were when you disengaged A/P (In Trim).

F/OT/O RWY34LE flaps don’t retract. FLAPS DRIVE. Straight forward checks leading you to use F25 with Vref30 + 25. Also consider using higher Auto-Brake setting.FCC R fail. Or the FCC you are using. This is to get you to select another A/P, not a big deal.TCAS RA.ILS Vectors. Full stop. Might get RWY change, use either method.If you use the TOGA method, remember to press TOGA, VS, Speed. Then HDG SEL, ask for DEPARR other RWY and execute. Arm LOC and hey presto all should be back to normal as DA is the same (230ft)Heavy wt. max x-wind as above. V1 Eng. Fail.Vectors then ILS for G/A. Remember to inform ATC of non standard Missed Approach.VOR DME 07L.EGPWS in Landing config.. Practice of both, escape on Caution (Normal G/A), and escape on full warning (Increase Pitch to 20 then up if needed to PLI’s).

PC1

2009Japan Holding Speeds: 0 – 6,000ft 200Kts 210Kts if Holding Fix is a NAV aid. [V2P2 3-1-35]

Hoarfrost is a uniform white deposit of fine crystalline texture which usually occurs on exposed surfaces on a cold and cloudless night, and which is thin enough to distinguish surface features underneath, such as paint lines, markings or lettering. [V2P2 3-2-7]

When the holdover time has expired, a visual inspection of the wings for contamination must be performed within 5 minutes immediately prior to take-off. [V2P2 3-2-12]

Holdover times may be shortened by snow, increasing moisture content, wet aircraft surface, relative high temperature of the aircraft surface and of the fluid being used, or high wind velocity or unfavourable wind direction. If these conditions accumulate, the time of protection can be shortened considerably. [V2P2 3-2-9]

WARNING: If the flaps have been left up during taxi to avoid slush and ice, the BEFORE TAKEOFF CHECKLIST must not be called until the flaps are in the takeoff configuration. [FCOM3 SP.16]

Published procedural altitudes, including MSAs, should be corrected using the table below.

ISA SEA LEVEL OAT CORRECTION< ISA – 15 0º C 10%< ISA – 30 - 15º C 20%

[V2P2 3-2-17]

Take-off/Go-around (TO/GA) SwitchPush (on the ground) —

• Below 50 knots and flaps out of up, activates A/T in THR REF mode at reference thrust limit selected on THRUST LIMIT page. If not pushed below 50 knots, A/T operation is inhibited until reaching 400 feet altitude

• Updates FMC position to runway landing threshold or position shift point if GPS updating not active

Push (in flight (after lift-off, with takeoff reference thrust limit displayed)) — • Removes takeoff derates• A/T in HOLD, activates A/T in THR REF mode• Between 50 feet and 400 feet, selects TO/GA roll mode• Above 400 feet, selects TO/GA roll and pitch modes

Push (in flight (on approach with flaps out of up or glideslope captured)) — • Activates A/T in THR mode with GA reference thrust limit displayed• Selects TO/GA roll and pitch modes• Second push activates A/T in THR REF mode

Note: With no A/P or F/D active and TO/GA armed for Go-around, pushing a TO/GA switch displays FD, THR, TO/GA, and TO/GA on both PFDs. Thrust adjusts to provide a 2,000 feet per minute climb. [FCOM1 22.10]

A reduced thrust take-off using the ATM is based on a minimum climb gradient that clears all obstacles with an engine failure after V1.

If an engine failure occurs during an ATM takeoff, based on takeoff performance data, it is not necessary to increase thrust on the remaining engines. However, if more thrust is desired during an ATM takeoff, thrust on the operating engines may be increased to full take-off thrust by manually advancing the thrust levers while still on the runway, or by pushing the TO/GA switch when airborne. This is because the takeoff speeds consider VMCG and VMCA with full takeoff thrust for the actual temperature.

Advancing the operating engines to full take-off thrust provides additional performance margin.

This additional performance margin is not a requirement of the reduced thrust take-off certification and its use is at the discretion of the flight crew.

Note: Pushing the TO/GA switch airborne disarms LNAV and VNAV and engages TO/GA. If LNAV and VNAV modes are available for re-selection, they may be re-engaged above 400 ft. RA.

Caution: If the thrust has been increased by manually advancing the thrust levers during take-off, at 400 ft. above runway elevation, the autothrottle, if armed, automatically activates and will set the thrust to the selected reference take-off thrust setting. In most cases, this will result in an unwanted thrust reduction. [FCTM 4.11]

Profile

CaptainRJAA RWY16R RTO Low speed. They could give you any failure, but in any case, they are checking Low speed RTO where the AutoBrake doesn’t activate. Remember to complete any checks, like RTO checks, even though it is not a checklist anymore.RJAA Dep. BERRY2 RWY 16R. T/O Eng. Fail at V1 Manual flight to clean config.Cheat start, Radar vectors to LAKES Hold. An entry in to the hold and probably once round the hold. Set up for CATIIIB. As you finish briefing that, > NO LAND 3 EICAS Msg.Revert to CAT IIIAProcedure RJAA ILS RWY16R. You may want to use HDG SEL on intercepting ILS LOC.G/A (All Eng.) Normal, at 400ft select LNAV, at 1000ft select VNAV.Eng. Fail / Fire. Radar Vectors for RJAA ILS16R G/A, this time, at 1000ft select 250Kts or +100Divert to RJTT Radar vectors. Set FMC Eng Out.GENERATOR DRIVE 3 EICAS. Brief only 2 Generators and consequences if any.RJTT LOC Z or Y 34L. Both the same except the initial Altitude. If in doubt, ask the checker before you enter the SIM as to which one he wants you to use, this saves taking them all out of the mini Jepp.Cleared RJTT ILS34L then later cleared for LOC, just leave it setup as both are the same.Unlike the RT session, this approach has a RWY waypoint, so leave FD’s on.

The Second Failure was Engine Seperation…!

F/ORJTT Dep. RWY34L URAGA7.Eng. Inop. Escape Breifing.Eng. Fail V1. Severe damage. Fly manually to clean config. Cheat start.Radar vectors to program the hold at COSMO.

ILS34L RJAA All Engines. Gear down by 14DME.G/A Vectors. Eng. Fail / fire. Manual ILS34L. G/AVectors LOC34L, GEAR DISAGREE EICAS. Checklist will have Gear Down well b4 1500ft.Same as above, this approach has a RWY waypoint.

Practice:D-T/O 60º. Eng. Fail. Increase thrust by push T/L forward, airborne set TOGA before 400ft.Rejected Landing. Read info. In FCOM3 Supp. Section & FCTM. You need to hold Nose Gear down.

Tokyo Narita Terminal after the first Go-Around the F/O did.

And remember, that’s why we’re serious when it comes to standards.