P5 Dec2016 by Helpful Kiwi - WordPress.com · P5 Dec2016 by Helpful Kiwi Once again all...
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P5 Dec2016 by Helpful Kiwi Once again all observations and personal opinion below…. Sim Brie(ing has been reformatted with some old questions reinstated. The usual collection of LVO and general icing questions and in addition to this the theme for one section of the brieGing is ‘Anti Icing/De icing’. Fleet speciGic included; ➢ When are the TAT probes heated? ➢ If WAI selected ON on ground, when will they operate airborne?, What about when in AUTO? Primary use of WAI etc. In the Sim; Captains ProGile with FMC setup for ZSPD17L HSN11X departure, MCP set to 3000 . (2960ft/900m) Vis 250m all zones so a Dep ALTN required, and we briefed that if carrying any problem into the air then we would check for improvement in conditions before heading to the nominated DEP ALTN. I haven’t Glown to China for a while but it appears the issue around WGS-84 runway co-ordinates and the FMC “RWY DISAGREE” message has been resolved, therefore the requirements in Bulletin CAT-75 are not needed here. ( ie GPS disable, enable radio updating procedure). No stop bar on lineup, ILS for RWY ident, daytime so can use Landing Lights if desired, they didn’t appear to affect the forward vis, and temp plus 5 so no run-up required before T/O. Engine Fail/Tac fail at V2, a little tricky as vis cues just disappear as the engine fails, we were in the 300 so we chose to add thrust ( airborne and above V2 ) manually and select TOGA at 400’ followed by re-selection of LNAV/VNAV. Eng Fail CKL, then a Pan call as we tracked East climbing 900m. After cleanup and before calling for the relevant Eng Fail CKL we conGirmed speed window open- then select FMC ENG OUT. ( This is a recent change in the QRH CKL Instructions.) Personal opinion is to have speed window open as if you are below MSA and select ENG OUT it is possible the EO CLB speed is greater than clean speed, and we need to Gly clean to MSA . Enf Fail and TAC CKL, Review EICAS, ATO CKL – remember to delete the ILS if used for lineup. The P5 PPS shows a hold at CGT however we elected to go into the hold at HSH at this point to gather info and assess the best course of action, so requested same and a speed of 225kts ( approx. clean speed , Max speed depicted in hold is 215kts ). Once in the hold we updated the wx and with 350m all zones we elected to prep for the Cat2 onto 17L with no reversion available. NB TAC inop for entire session so be proactive with trim. HSH did not autotune so make sure you have some form of raw data monitoring. Under radar control so I believe now no need to call entering the hold. In the hold we setup for the approach, initiated the alert phase and gave the ‘star’ brief to the ISM followed by a PA to pax. IOC alert message sent. And LDG PERF calculation completed. The whole process took a little time but we were able to exit hold midway through second lap. NB when leaving the hold the IAF speed is 205kts, we elected to comply with this as the outbound leg is relatively short and there is a restricted line to the north of the approach. Around this time we got the Fuel Imbalance EICAS and had time to action it . 180kts max at the IF may be worth removing as it will req F15 , however once again we complied with this with last minute selection of Glap, then there is a 2nm level segment before GP intercept. You are PAN so any reasonable request should be approved.
Transcript of P5 Dec2016 by Helpful Kiwi - WordPress.com · P5 Dec2016 by Helpful Kiwi Once again all...
P5Dec2016byHelpfulKiwi
Onceagainallobservationsandpersonalopinionbelow….
SimBrie(inghasbeenreformattedwithsomeoldquestionsreinstated.TheusualcollectionofLVOandgeneralicingquestionsandinadditiontothisthethemeforonesectionofthebrieGingis‘AntiIcing/Deicing’.FleetspeciGicincluded;
➢ WhenaretheTATprobesheated?➢ IfWAIselectedONonground,whenwilltheyoperateairborne?,WhataboutwheninAUTO?
PrimaryuseofWAIetc.
IntheSim;CaptainsProGilewithFMCsetupforZSPD17LHSN11Xdeparture,MCPsetto3000.(2960ft/900m)Vis250mallzonessoaDepALTNrequired,andwebriefedthatifcarryinganyproblemintotheairthenwewouldcheckforimprovementinconditionsbeforeheadingtothenominatedDEPALTN.Ihaven’tGlowntoChinaforawhilebutitappearstheissuearoundWGS-84runwayco-ordinatesandtheFMC“RWYDISAGREE”messagehasbeenresolved,thereforetherequirementsinBulletinCAT-75arenotneededhere.(ieGPSdisable,enableradioupdatingprocedure).Nostopbaronlineup,ILSforRWYident,daytimesocanuseLandingLightsifdesired,theydidn’tappeartoaffecttheforwardvis,andtempplus5sonorun-uprequiredbeforeT/O.EngineFail/TacfailatV2,alittletrickyasviscuesjustdisappearastheenginefails,wewereinthe300sowechosetoaddthrust(airborneandaboveV2)manuallyandselectTOGAat400’followedbyre-selectionofLNAV/VNAV.EngFailCKL,thenaPancallaswetrackedEastclimbing900m.
AftercleanupandbeforecallingfortherelevantEngFailCKLweconGirmedspeedwindowopen-thenselectFMCENGOUT.(ThisisarecentchangeintheQRHCKLInstructions.)PersonalopinionistohavespeedwindowopenasifyouarebelowMSAandselectENGOUTitispossibletheEOCLBspeedisgreaterthancleanspeed,andweneedtoGlycleantoMSA.EnfFailandTACCKL,ReviewEICAS,ATOCKL–remembertodeletetheILSifusedforlineup.TheP5PPSshowsaholdatCGThoweverweelectedtogointotheholdatHSHatthispointtogatherinfoandassessthebestcourseofaction,sorequestedsameandaspeedof225kts(approx.cleanspeed,Maxspeeddepictedinholdis215kts).Onceintheholdweupdatedthewxandwith350mallzonesweelectedtoprepfortheCat2onto17Lwithnoreversionavailable.NBTACinopforentiresessionsobeproactivewithtrim.HSHdidnotautotunesomakesureyouhavesomeformofrawdatamonitoring.UnderradarcontrolsoIbelievenownoneedtocallenteringthehold.Intheholdwesetupfortheapproach,initiatedthealertphaseandgavethe‘star’brieftotheISMfollowedbyaPAtopax.IOCalertmessagesent.AndLDGPERFcalculationcompleted.Thewholeprocesstookalittletimebutwewereabletoexitholdmidwaythroughsecondlap.NBwhenleavingtheholdtheIAFspeedis205kts,weelectedtocomplywiththisastheoutboundlegisrelativelyshortandthereisarestrictedlinetothenorthoftheapproach.AroundthistimewegottheFuelImbalanceEICASandhadtimetoactionit.180ktsmaxattheIFmaybeworthremovingasitwillreqF15,howeveronceagainwecompliedwiththiswithlastminuteselectionofGlap,thenthereisa2nmlevelsegmentbeforeGPintercept.YouarePANsoanyreasonablerequestshouldbeapproved.
ItsanautoappsotheAutopilotswilllookaftertheruddertrimfrom1500ftuntiltheGirstmodechangeintheMAP,NB:Makesuretheruddertrimisinareasonablepositionpriorto1500ftie3.5units,asintheFO’spro@iletherewasmorethen10unitsinat1500ftsowhentheAPsrelinquishedcontroloftherudderintheMAPthesingleAPcouldn’tcopewiththeoriginaltrimsettinganddisconnected,whichcreatedsomeunnecessaryworkload.
Goaroundatminimaduenilsighting,maxspeedis205ktsintheMAPturnhoweverwehadthisremovedandwereabletothencleanup.ThelastWPTPBTisveryclosesowerequestedvectorsclearofterrainintothedownwindtore-evaluate.ATOsGetWx–nowvis600mexpectvectorsdownwindRHILSZ17LFMCsetupDirecttoPD202withaninbound167.MentionedwewouldrebriefthepaxviaPAandnomorecommsrequired.LDGPERFassessmentverbalbrief“samesamewiththedifferenceof600ftlessrequirednow”soaslowtaxiatnominatedexitpoint.(Autolandvsmanlanding).BriefbriefnotingonlydifferencesieconGirmedtheILSautotuningagain,minimasettingBAROandmanualruddertrimforapproachandMAPCrewseated,DescandLandingCKLsILSGlowntoCat1minimawithmanualthrustandmanualGlightfromLOCintercept.(OnAPPwithF20
62%N1inthe-300)GAduenilsighting,rememberthereisquiteasigniGicantrudderinputrequiredasN1passes85%The300hasnoperformancesotheclimbingturnisverydrawnout.OncecleantheATOscompletedwewereadvisedtheILSnowU/Ssostateintentions,requestedwxcondxZSSSandplannedfortheVOR18LfromCGT.Afterlevelingat900m/3000werequestedfurtherclimbto1500m/4900’(theminimumaltatIAFCGT)RememberthatforanyfurtherclimbOEIyouwillneedtoalsoselecttheCONthrustpb.OptiontoholdbutyouwillneedtogetaspeciGicclearancetoholdlowerthantheprescribed1800m/5900’here.Andmakesureyouaremonitoringrawdataeitherthroughautotuneormanualtuningifdesiredifholding.Wehadtimetoselectandbrieftheapproach,NBthe205ktsIAFspeedwedidhaveremovedthistimeastheoutboundlegonthisapproachis7nm.
CrossingCGTwerantheDescandLDGCKLsandthefuelwasnowbalancedsowecompletedtheFuelIMBCKL.Topofdescentisapprox3nmoutboundCGTsoweconGiguredtoF1toachievethe205ktsfortheinitialbaseturninthedescent.ApossibletraphereiswhensettingtheFFaltjustbecarefultoset1800,notthe1440thatappearsundertheFFinthechartlegend,that’stheGScheckhtat4.1DMEandintheheatofthemomentcouldbeeasilymistakenfortheFFalt.Establishedonbaselegwegotthe“()ELECBACKUPSYS“EICAS,quiteabusytimebutwerantheCKLwhichinvolvedasimpleresetofbothBackupgens.
Ifautotuning,goodideatocheckSHAisshowingsomewherefortheinbound.
NBastheinitialappwasareturntoanILSwithGSinterceptatthesameALTasthehold,wedidn’treallychecktheVNAVmode,untilnowwhenpreparingfortheVORapptheFMCwasstillinENGOUTCLBmodesoratherthanre-enteringtheCRZaltitudewhichcouldpotentiallyremovetheIAFaltconstraint,weselectedDESCDIRECTwhichinitiallyworkedOK,the@irstALTconstraintturnedmagentaandaTODcirclewasshownwhereweexpected,thedescentwasnormalhoweverthesimleveledinVNAVALTattheFFandevenwithminimaset,anddidnotcontinuedownontheapproach.alsoitwasn’tuntilapproachingtheFFInoticedthealtconstrainttherewaswhitenotmagenta.
NaturallywepushedtheMCPwhenitbecameobviousitwouldn’tdescend,andeventhoughitwasonlyafewsecondsaftercrossingtheFF,thepitchdowntoachievethepathwasquitesigni@icant,andtheresultingrateofdescentrapidlyapproachedthemax(below2000ft).ObviouslynotanidealsituationsoIbelieveourchoiceofusingDESCDIRECTwasthewrongone,andnexttimeIwouldre-enteraCRZALTbeforeselectingtheapproach(Icantrecallifwesaw“unableCRZALT”offthe@irstreturn)CheckyouareinEOCRZbeforeCGT.TheothersideeffectofnotcheckingtheVNAVmodeearlieristhattheThrustlimitdoesnottransitiontoGAthrustandinthe300onanylevelsegmentintheapproachspeedcontrolmaybeanissueasthethrustisbeinglimitedtolessthanthatrequiredtomaintainthedesiredspeed.
YouwillbevisualbeforeminimaandtheFMCdoesnotshowaRWXXX.IrecommendmovingacrosstothelefttoalignwiththerunwayasearlyaspossibleasitissigniGicantlydisplacedfromyourpresenttrack.OptiontouseAPinTRKorHDGselectwithAPoutby200ftbutwechosetodisconnect,FDsoff(PMFDbackon)andmaneuvermanually.Mostlikelyduetoalackofskillbutthissegmentwasquitechallenging.Itappearstobeagenericairportsovacatewillbetotheleft(whichwastheplannedpointdueDragonoperateoutofthisterminaleventhoughitisthesmallerofthetwoterminals.)That’sit!
FOPROFILENBshortsectorsoconsiderbriefARRalso.
AtholdenginesrunningZSSS18LweGlewtheSUR1Dasadvertised.Vis600m@V2engine/TACfailureagain,onceagainlosevisualsatthatmoment,ifbysomechanceyouarenewtoCXreadingthisanditsbeenawhilesincehavingGlownaV2cutwithnohorizontolookat,it’sagoodideatoreverttotheoldschoolandjust“STANDONTHE(heading/track)BUG”,stopthatmovingandthingswillsettledown.ThereisanautochangetoDepfreqhere.
TheFMCroutetakesyoufromtheSIDstraighttoPD035fortheILSZ17LZSPD.sorequestclimbto1500mtocomplywiththeALTattheIAF.ClearedthearrivalfromPD035,as1500misthecruisealtthedescentphaseactivatednormallyandconstraintsinmagentawithTODpointshowing.
NBIAFspeed205ktswilleitherneedGlaporhavethislifted.ApproachingIAFinVNAVcansetFFalt900m/3000forGSintcpt.Req170-180atIFPD202.AutoapproachandautoGAatminimaduenilsighting,(max205initialturn),followedbyareturndownwind
righthandviaPD202inbound.ForamanuallyGlownILSandGAwithTACinopstill.VisimprovesfollowingGAandyouareclearedtoclimb900mfortheVOR17LviaHSH.ASthisistheGSincptaltitudeitisbasicallyalevelprocedureuntilGSwithAPandATavailable.
NoRWYXXXsoFDsoff/PMonatminimumandland,thisrunwayonlyveryslightlytotheleftsomucheasiertoposition.
Training:FL350withA/TdisconnectedandIdleselected,recoveratstickshakerinlevelGlightusingnewcallsprocedures.Ithinktheintentisthateachstatementisaquestionverbalizedbeforeactioning.
Announce“STALL”or“ATTITUDE”
“DISENGAGE”A/P?A/T?ifnecessary“PUSH”doIneedto?
“ROLL”““
“THRUST”inthiscase.pushfullforward,buttheintentionis…increaseordecrease?“STABILISE”attandthrustas
requiredtoresumeclimborlevelGlight.NB:0degreesisagoodinitialtargetattitudeforthestallrecoveryataltitudeandholdthatasthrustincreases,waituntilMMS+15ktsbeforeattemptingtoraisenoseagaintoarrestanydescentorrisksecondarystall
Whenreadyreengagetheautomatics-SelectingFLCHalwaysagoodoptionasthisactionwillprovideaclimbandre-engagetheA/T
That’sitENJOY!HelpfulKiwi
PreviousNotes:
Captain
Startattheholdingpoint17LZSPDfortheHSN11XSID.+5°socoldweatherops.EnginefailureatVR.Quitechallengingasthecloudbaseisonly200FTandRVRis250Mallzonessoyoulosevisualreferencestraightafterthefailure.
It’sastraightfailurewithnodamage,andnoTAC.ClimbontheSIDto1500Mandcleanup.CompletetheC/LthenRVbacktolandviatheZSPDILSZ17LviaHSH(LHcircuit).HoldifyourequireitattheIAF.Thespeedintheholdismax230KTaswellasthe205KTfortheinitialpartoftheapproach,wehadtheseremovedascleanspeedwasjustunder250KT.WegottheFUELIMBALANCEintheholdsocompletedtheC/L.DidaSTARbrieGingtotheISMandsentanIOCAlertmessagefromtheCOMMpage.ThisseemedtosatisfythepartinthebrieGingroomslideshowregardingnonnormalPAcommands.
It’sLVOproceduresstillandsoneedtoplanforaCAT2Automaticapproach.GAatminimaandfollowthepublishedMAP.You’llneedtoaskforanonwardclearanceasthelastwaypointintheMAPisprettysoonafteryou’vereached900Mandthereisnotrackingafterthispoint.
RVforanotherILSZ17LviaPD035(RHcircuit).Thistimeit’samanuallyGlownILSwithmanualthrustwhenontheinterceptheadingfortheILS.Theweatherimprovedslightlysoit’snolongerLVPsojustCAT1minima.
GAagain,andthistimewhenyoureach900MtheycloseZSPDandgiveyouRVforZSSSVOR18LviaCGTandaclimbto1500M.It’snotfaraway(approx25NM)sowillprobablyneedtheholdingpatternatCGTtogetsorted.Onthewayoveryougetthe“ELECBACKUPSYS”EICAS.It’sjustacaseoftryingtoresettheBackupsystem(i.e.bothbackupgenerators).Theydon’treset.
StandardVORapproach(autopilot&autothrust),there’snorunwaywaypointsoFD’soffwhenvisual.
TheapproachputsyouquiteabitrightoftherunwaycenterlinesoneedtodosomemaneuveringtolineuponGinals.Windisonly250/10.
FO
Startattheholdingpoint18LZSSSSUR1XSID.+5°socoldweatherops.IthinkthebrieGingsaysSUR1Dbuthegaveusthisone.Thereisn’tmuchofadifferencethough.
EnginefailureatVR.AgainquitechallengingasthecloudbaseislowandRVRis600Msoyoulosevisualreferencestraightafterthefailure.
It’sastraightfailurewithnodamageandnoTAC,climbontheSIDto900Mandcleanup.CompletetheC/LthencontinueontheGlightplantoZSPDILSZ17LviaPD035.Removethe205KTfortheinitialpartoftheapproach.WegottheFUELIMBALANCEanddecidedtoleaveituntilthenextcircuitaswewereapproachingPD035(baseleg).AutomaticapproachGlowntoCAT1minimathenaGA.RVtoPD035,completedtheFUELIMBALANCEC/L,andsetupforanotherapproach,thistimemanuallyGlownwithmanualthrust.GAattheminima.ILSbreaksandsoafterreachingPDLintheMAPyougetRVfortheZSPDVOR18LviaHSH(autopilot&autothrust).Againthere’snorunwaywaypointsoFD’soffwhenvisualandmaneuverslightlytolineup.Windis250/10.
Training
FL350incruise.Instructorsetsitupinalevel180°turnwithreducedthrust.Eventuallyit’sstallsandthenrecoverusingthenewcalls:
“STALL”-DISENGAGE-PUSH-ROLL-THRUST-STABILISE
