P4 777-300 SIM MAY2019

OnceagainwhatfollowsaresomeobservationsfromthecurrentP4sim,withsomeadditionalnotes/opinionsofferingsomeofthemanyavailablemethodstomanagethisprofile,specificallyfortheS/OorJFOfacingtheirfirstPCsopleasetakefromthemwhatyoufindvaluableanddumptherest.

SimBriefingQuestions:Standardwithfollowingadditions;

Quite a few slides relating to the cold weather altimetry corrections on APV and Non Precision approaches followed by the specific corrections for this profile.

Of note , a table was published some time ago in a fleet newsletter ( 01 Jan 2017) prescribing the various approach types and the application of cold weather corrections, it suggested that in the case of MDA on a NP APP, the cold weather correction is added first, then the 50ft margin is applied to this value. It appears though that the correct method is to apply the 50ft first , then the temp correction to the total value.

The difference will only be 5ft or so in the example given.

If you are using the table in OPS A for corrections , remember to round the calculated value UP to the nearest 1ft for MDA/DA, 10ft for all approach alts, and 100ft for MAP alt and MSA. The app however is much easier and will do this for you.

For the sim I used the app, took screenshots and put them together with the LPA screenshots in the order of use , in a photos folder ready for the sim.

The briefing ends with you doing the OPT takeoff data for the profile using DRY runway condx, should look like this;

In the sim:

At the hold point for 33L at RKSI, run the profile from the briefing saved to Books. Vis 150m all zones, brief included no departure alternate required as CAT3B available and the 1500ft THR RED and 3000ft ACCELL alts. ( which were already programmed )

We tuned the ILS 109.3/333, YJU/270 in the fix page and FPV on in preparation for the NPA landing.

Standard stuff lining up, look for stop bar , use the ILS for lineup , ( I personally delete it once lined up however STC made a good point that the FO as PM is meant to be heads in during the takeoff roll and could use the loc indication , having said that he also deletes on lineup ) its kind of daylight but landing lts off certainly better on this T/O.

We were in the 300 so oil temp >50’, engine runup against the brakes to observe stable operation at 50% N1 ( nb with EAI on the standard thrust setting marker of the top of the ‘E’ is not enough, need a little more )

* If youre in the ER , oil temp off the lower amber scale, stable operation at 50%N1 and vibes <4 units ( no need to select the eng page , advisory will show if 4 units measured )

@80 kts we first got A/T failure with master caution followed very soon after by an ENG FAIL X eicas. Low speed abort below 85kts so manual braking required, disconnected the A/Ts ( even though they weren’t functioning ) and called stop. PM monitor and call speedbrake, reverse green and 60kts if you get the chance. Then let tower know you are stopping.

As it was apparently a straight wind down with brakes parked I made a PA asking crew and passengers to remain in their seats, STC suggested with any engine failure event it is probably safer to initiate the alert phase first , then assess and cancel if required.

RESET , second takeoff ( following second runup ) , @V1 we heard a loud bang and the EGT on X eng showed red overtemping on upper eicas, PM calls ‘engine failure’ or the actual eicas if showing yet, PF “check” . The failure takes the TAC out.

After airborne the engine is shuddering and a good amount of trim required particularly in the 300 to help the initial climb. AP went in at 200ft agl after trimming.

Surprisingly there is quite a long period (in this sim anyway ), to reach 400ft. Refer my P2 notes regarding increasing thrust;

InthedebrieftheSTCwasoftheopinionthatthrustshouldnotbeincreaseduntilabove400ftaglandafteryouhaveconfirmednoseveredamageastheincreasemaycausemoredamageandpossseparation.HavingsaidthatthrustisavailableanytimeafterairborneandaboveV2.

Given the debrief previously, I decided not to increase thrust at this time as we had a severe damage situation , you guessed it , the STC suggested he would increase the thrust to help the initial climb even with severe damage which I agree with, so I guess the lesson is do whichever you think is appropriate but be ready to justify.

@400ft after the modes call

>”confirmthefailure”

>“checkengfailX,checkforseveredamage”...PM:somethinglike“engfailindicationswithvibration,YES/confirmedseveredamage”

>”Agreed/confirmed,sevdamagesepXmemoryitems.”

@memoryitemscomplete(PMcansaysomethinglike“memitemscompleteholdingatreferenceitemsorsomethingtoindicatetheimportantstuffisdone),Ithenincreasedthethrust,selectedTOGAandreselectedLNAVVNAVtohelptheclimbandacceleration,

WemadeaMaydaycall(OPSAsuggestsforengfailwithseveredamageandorsep),advisingofproblem,possibleFODonrwy,continuingsidatreducedrocsocancelaltrequirements,sbyintentions.

NB:ColdweathercorrectionsfortheenginopnotrequiredastheRTOWcalcallowsfortheactualtemp,sothedefault1000ftaccellisacceptable,unlikethemissedapproachwhichwillbecorrectedto1060ftagllater.

(Throughaccellphaseyouwillneedtouseruddertrim)

WhencleancalledforCONTHR.(whichissetautomaticallyatVref30+78kts)

>Happywithpositionandterrainheadingwest,speedwindowopentokeepthecleanspeedtoMSAandaskPMtoselectVNAV>ENGOUT>EXEC

>”ENGSEVDAMAGESEPXCKL“PMrememberwhenyoupushtheCKLbutton,theENGFAILcklwillmostlikelydisplay,locatetheSEVDAMCKLfromtheunanunciatedmenu

@“engXsevdamagesepcklcomplete”PFcalls“continue“

>ThrustAsymCompCKL(areminderbeforeoursim,(mustbeanissue),correctresponseis..”checkThrustAsymComp,thrustasymcompCKL“

>REVIEWEICAS...cancel>PMcarryoutaftertakeoffflow:lightsasrequired,EAIliveengtoauto,failedengtooffandcheckradar(ifnotinER)

>AFTERTAKEOFFCKL

>REVIEW:Wethenhadaquickreview,indicationsofseveredamagesonotgoingtorelight,takealookatfueltankquantitiestomonitorforaleak,belowMLWsoletsupdateweatherforplan.

>PLAN:VisatRKSIgivenas200m150150sowearegoodfora3Bappwithreversionto3AsoweadvisedATCwewouldreturnfora3BILStorwy34,howeverneedsometimetopreparesoeitherholdorvectorsclearofterrain,willcallready,alsoasthea/cwasflyingOKwedowngradedthemaydaytoaPAN.

GivenvectorsbyATC,

>INITIATEALERTPHASE:handedovercontroltomakethe“Attn,ismtofltdeck“call

-Starbrief

>PAtopaxincludeturnoffallPEDsfortheLVOapp.

>IOCALERTmessagetoadvisecompany.

>SETUPfortheapproach,IpersonallytalkthePMthroughthesetupandmonitorsoIdon’tneedtohandoverandcheckeverythingbuthoweveryoudoitit’sagoodideatohavethecoldwxcorrectionscreenshotforthisapproachreadytogoandinputthealtsasyousetup,forme,IdirecttheDEPARR,ILS34viaKOTRA,thencheckthroughtheLEGSaddingthecorrections(excepttoKOTRAaswearecurrentlyclearedbyATCat4000ftsononeedtochangethe4000Athere,northeRAminimainthiscaseandnottotheMAPasATCwillclearustoanaltatthatstage.)NAVRADdidyoudeletefromdep?INITREFcompleteOPTLDAVNAVIfyouareinACTEOCLBconsiderre-enteringCRZALThoweverthe300simisnotmodifiedsoitWILL(anddid)deletethealtconstraintatKOTRA.Soyouwillneedtore-

enterthe4000A.Selecting>DESCNOWmaybemoreappropriateifrequired.Wedidseethe‘unablecrzalt’messagewhichsuggeststhevnavmodewilltransitiontodescatthecorrectpointbuthavehadanissueinapastsimsoamnowinthehabbitofmakingsureofit!

ATC then cleared us direct to MENTO cleared for the ILS so procedural not required after all.

NB:LegsandMapshownbeforecorrectionsapplied

Ø DESC BRIEF included C-MAP max210kts so F1, T- corrected MSA W- cold temp corrections , accell altitude is 1060ft. Vis LVO refer QRH. O- ATC should be advised if any corrections to any AT altitudes are amended in the legs page ( like the FF ) however if its an ILS there is no point, as the vert profile is following the same as every A/C on the G/S. SPD CTL 160 – 7.5 have waived, OEI non Vnav GA, accel at 1060ft, tac available when the APs release the rudder in MAP. Fuel imb forming , NB: there is a slight change coming to this , refer the FAQs in the training notes in Comply365. They will want us to use E – eng fuel flows normal ? F- fuel tank qtys as expected ? and C- cdu, is CALC = TOT, if so , when the FUEL IMB ckl appears , and you want to defer it to a more appropriate time, run through this drill and OVERRIDE the ckl, this avoids the CKL INCOMP eicas which will appear at 1000ft in the next software upgrade. We tried it but STC made a good point that in this case , when you press the CKL button following a MAP, normally you will see the fuel imb ckl if you had just cancelled it previously, in this case though it is permanently hidden so a trap lies therein. My suggestion is to acknowledge, do the EFC check, then just cancel it.

Ø DESC CKL

Ø APP CKL Seat crew

Whilst on vectors to MENTO we got the FUEL IMB eicas so dealt with it as briefed above.

Established on the ILS from MENTO, at 1000ft you get an amber line through the G/S FMA mode then the horizontal FD disappears so a Go Around commenced. By the time you make the mode calls you are above the corrected 1060ft so can set the SPD to 210 immediately for the partial cleanup. ATC told us to climb 4000 standard MAP hold at KOTRA as published.

It’s a long time at 210 from the MAP initiation so we requested and were granted an early turn to the hold , once pointing at KOTRA we continued the cleanup, selected FLCH at clean speed and called for CON thrust.

Ø Select CKL any NNC ongoing? In this case Fuel IMB , quick progress check. Ø EICAS REVIEW Ø PM after takeoff flow then After Takeoff CKL

Ø REVIEW - approaching KOTRA , no longer any requirement to time, call or display raw data provided standard FMC checking procedure followed but still need to comply with any speed and ALT. ( refer FAQs in training document ). Get WX, RKSI now closed , expect LOC 14R RKSS via DOKDO . We were taken on vectors before entering hold.

Ø PLAN : Obvious choice to divert Gimpo for the LOC 14R, Cloud base above corrected minima.

Ø ADVISE : Told ATC we will divert and requested a hold or vectors again for five mins

or some additional track miles to prepare, we were then put on vectors and changed to GIMPO APP.

Update ISM/PAX with a combined PA

Ø SETUP Talked PM through the FMC as per previous method, option of overwriting RTE1 DEST or using DIVERT NOW from the ALTN page same same. NB whilst there isn’t a LOC specific chart the LOC approach is selectable in the FMC. We programmed the LOC14R with the DOKDO Transition ( avoid asking for the hold at DOKDO to prepare as it has a max speed of 200kts due proximity to final approach ) we input the corrected altitudes at DECOY ( not at DOKDO as cleared at 4000 ) FONAD, and didn’t change the wpt after the FF ( FMC wont let you anyway ) so noted the correction for the LOC alt crosscheck if you don’t want to use the FF, and set the BARO selector to MDA +50 + correction.

47024494

NB:theMDAfieldinthepicwascompletedapplyingthecorrectiontotheMDAthenadding50ftafter.ShouldbeMDA+50corrected,andthisistheminimawesetasshownbelow;

• LegsandMappageshownbeforecorrectionsapplied.

Duringsetup,whilstaddingthetempcorrections,droptheFFtothefixpagewitha2nmrr,reselecttheminimumsselectortoBARO,VNAVwasstillinACTEOCLBsoonceagainwere-enteredthe4000ftCRZaltitudewhichdumpedtheconstraintatDOKDO,sore-enteredit,performanLPA,nbthepreferredexitpointisC1whichyouwillseeisquiteashortdistance,alternativelyyouareaPANsootheroptionis

toadviseyouwillneedfulllength(withA/B1).WebriefedforC1andofnoteRKSSisnotagenericsimairport,westoppedjustabeamthisexitafterlanding.

Ø BRIEF:rclshowedtheFUELIMBCKLongoingsowetookthisopportunitytocloseitoffandcompletetheCKLasthetankswerenowclosetobalanced.CTWObriefincludedvisrequirementsforthisappatminima,actionsatminima,(youwillseefromthelegspagethereisnovalidRWYMAPptsoAPandFDsneedtocomeoff(PMbackon),sometimeaftertheMDAandbefore200ftagl,FPVontoassistinvisualsegment.PMtocheckthecorrectedadvisoriestableasdutiespermitandonlycalloutifnotinagreement.MAPspeedmax220kts,OEIaccell1060ft,

Ø DESCCKLØ APPCKL

- SeatcrewClearedfromDODKDOfortheLOC14R,wecrossedDOKDOatF1andthedescpointissoonafter,setFFcorrectedalt1480=1400(FCOM3….setthenextloweraltituderoundedDOWNtothenearest100ft….)VeryeasytoforgettoarmLOC.AndrememberthereisnolongerarequirementtocheckforcorrectsensingasallA/Chavebeenmodified(notsureaboutsim).AtFFaltcheckwithin100ftofcorrectedalt,PMcallsapproachingGPataround2nmtoFF,PFsettheMDA+50correctedof494.MAPaltitudeUNCORRECTED4000setafterFF.Youbecomevisualaround700ft,relativelystraightaheadwithx/windfromtheleft(060/10).WetooktheAPoutat400ftandPMtookFDsoff/PMon.LandedandstoppedabeamC1.RESET:thereisarequirementtocompleteanLVOlandingandtaxisoweresetto5nmfinalRKSI34foraCAT3Bapproachandlanding,nofaults,withinstructiontoclearatN5sowhilstAB3goodforN6,withoutanLPAwewentforAB4which

workedoutwell,nofaults,taxiclearoftherunway(PMcallclearwhenclearofthegreenandyellows),turnrightonN(difficulttoseeanythingduringtheturn)andholdshortM12.NBthereisnosignforM12inthesimbutthetaxiwayisjustvisibleonyourleftasyouapproachN4ontherightsideoftheA/C.Exercisecomplete!FOPROFILEdifferences:DEPRKSI15R060/10800mvisCTWO–enginerunup,FOshouldholdbrakeswhilerunuptakesplace,thenreleaseandcall“setthrust“.NBAccellandTHRREDaltitudesstandardoff15R,MCP5000ft

Asisthenewnorm,theFOhastodemonstrateaRTOsinglepilotsoforthefirstdeparture,aftersettingthrustfollowingtherunup,thecaptisoutofthepicture.SametypeofengfailureasthefirstprofilewiththeA/Tdisconnectingfirst,thentheENGFAILXeicasaround80kts.Makethecallsstandardasifyouweretwocrew,remembertodisconnecttheA/T(eventhoughitfailed)andatanappropriatetimeletthetowerknowyouarestopping.ParkbrakesetandeitherinitiatealertphaseORconsideranormalPA.Thencallthefailureandrespondasnormal.Secondtakeoff,weskippedtherunupatSTCsadvice,engfailurewithseveredamageatV1.Everythingranasperprofile#1

Removethe7000ftrequirementwithMaydaycall.Givenstopclimbat4000.VectorstoWONKOat4000fortheILS32LRKSS.(thistimewedidobservethe…unablecruisealt..messageandtheVNAVtransitionedtoACTEOCRZwhenthediversionwasmadeintheFMC.OnceagaincoldweathercorrectionsappliedduringthesetuptotheFFalt(crossedWONKOat4000sonocorrectionmade).DowngradedtoPANasA/CflyingOK.

*MapshownbeforecorrectionstoLEGSpagemade.NotvisualatminimasogoaroundcommencedintotheMAPholdatCHAMP.NBmax220ktsforthatturnawayfromtherestrictedareasoonceagainwerequestedandweregivenanearlyturnandnospeed,howevermakesureyoucanreach4000beforeenteringtheholdingpattern.ATCadviseplanonLOC32L,selectablefromFMC.

Holdcancelledclearedtoclimb5500ft,directCOUBY(aboveMSAsonocorrectionrequired),fromCOUBYclearedtheLOC32L.NBapproachingCOUBYthedescentcircleappearsandthealtconstraintsinthelegspageturnmagentasoVNAVworksfine.Onceagain,novalidrwymapptsoFDsoff/onwhenvisualandcomfortable.AsperPORTneedtovacatebyE1soA/B4willjustdothejobfromtheLPA.

Endofexercise.BREAKPart2ofP4isaPBNprofile.

TheMDAcalculationshownatleftisfortheCAT1minima,thesecondapproachwillbeMDA+50thenapplyie;79043833

Captfirst,departVHHHoff25LPECAN2B,shortsectorsobriefthearrivalontheRNAVZ25L,wejustusedtheQRHbriefingguidanceasanaid.Althoughalmostallthea/chavenowbeenmodified,the300simhasn’tsoyouwillneedtoenterthevertdevstdof125ftattheappropriatetime.DEPallengineswithnofaultsstraighttoGuavatoholdaspublished,wedidonelapthenclearedtheapproach.NBthespeedcontrolrequired,weneededS/Bonbothapproachestogetthespeedbackasitwantedtoflyfasteronthisvertprofile.Suggesttakingflapandgettingspeedbackpromptly.MonitoringtheRNPitdoesn’tchangeto0.3untilVH533,turninginboundyouwillnoticetheANPvalueincreasingandtheNPSscalesclosing,ataround1500ftwegottheNAVUNABLERNPeicassocommencedaGA,notethemaxspeedforMAPof185kts.TheRNPatPRAWNisstill0.3soadviseATCunableRNPtoreceivevectorstotheholdatGUAVA.IntheholdPFbecomesPMandvv,soFOfliessameapproachtolanding(thereisavalidrwymapptsoFDsstayonforthisone.AfterlandingduringrolloutATCadvisessmokecomingoutofRHsidecargohold,asPM,IadvisedFOtocontinuetobringtheA/CtoastopasapwhilstImadethe“ATTNCREWATSTATIONS”x2call.OncestoppedItookcontrolandrequestedaconfirmationfromthetowerofwhattheyseeandwhiletheywerereplyingwegottheCARGOFIREAFTeicas.WechosetogostraightintoanevacwhichinhindsightmeansIforgottodischargethebottlesintothehold,Ithinkthatwasamistakebutwasn’tmentionedinthedebrief.CalledfortheEVACCKL(FOsYouknowwhatscomingheresoitisacceptabletopressbothOUTFLOWVALVEp/bswitchestomanualandselectOPENwhilstreadingthetitleoftheCKLetc.)CKLisreadanddootherwiseandbestnotrushed,ie“Parkbrakeset”...”Captthat’syou”orsomethinglikethatifnecessary.Youwontbethinkingstraightintherealscenariosomakeitveryclearandsticktothesteps,youdon’twantpaxslidingouttowardarunningengine.

AttheEVACcommandstagemyPAwas“ATTNEVACUATEEVACUATEuselefthandsideonly“onceagain,manydebatesaroundspecifyingasidetousebutitisintheFCTMsoanoption.

ENDOFSIMJ

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